Narrative:

The first officer was flying when at approximately 2000' MSL, after departing runway 3C at dtw, a caution bell sounded and a message appeared indicating an unsafe overwing emergency exit. I idented the emergency and then instructed the first officer to continue to fly the airplane on course while I talked to ATC. (I remembered the logbook entry of the same problem during the previous leg). The first officer then called for flaps up. I set the flaps to up while simultaneously ATC cleared us to 13000'. At this point I let my flaps up (nfp) flow to be interrupted and did not turn the packs on. I completed the ECAM (CRT) checklist which restr flight below 10000' if pressurization was abnormal. The ECAM then added an abnormal press message. I advised ATC of the problem and requested 10000', which we received. Next I completed the cockpit operating manual (communication) expanded checklist. Since we had an abnormal press condition I requested clearance back to dtw. We were given a 180 degree heading and clearance to 5000', which we complied with. Earlier I had advised the lead F/a of the situation and to prepare for a possible return to dtw. She asked an airlines captain riding in first class, to inspect the exit door. He reported to me not seeing anything or hearing anything abnormal. Next the packs were turned on, which the first officer discovered off, and normal pressurization was restored. I then advised ATC or our corrected problem and requested clearance to dan. We continued the flight west/O further incident. During the entire process no emergency was declared. My decision to continue the flight was based on the following. The communication checklist procedure which stated 'no action required as long as cabin press normal.' the same problem occurred on the previous leg that day which as determined to be a false warning. The report by the pilot who inspected the door during the flight. The diversion of this flight from on course would not have happened if I had followed company procedures. I should have completed my flaps up flow and not let myself be distraction.

Related reports:

Google
 

Original NASA ASRS Text

Title: FALSE WING EXIT WARNING AND FAILURE TO FOLLOW AIRLINE OPERATING PROC OF TURNING PACKS ON AFTER TKOF CAUSES PIC TO START A RETURN TO DEP ARPT. PROBLEM SOLVED WHEN FO TURNED THE PACKS ON AND A QUALIFIED PASSENGER CONFIRMED THERE WAS NOTHING WRONG WITH THE WING EXIT.

Narrative: THE F/O WAS FLYING WHEN AT APPROX 2000' MSL, AFTER DEPARTING RWY 3C AT DTW, A CAUTION BELL SOUNDED AND A MESSAGE APPEARED INDICATING AN UNSAFE OVERWING EMER EXIT. I IDENTED THE EMER AND THEN INSTRUCTED THE F/O TO CONTINUE TO FLY THE AIRPLANE ON COURSE WHILE I TALKED TO ATC. (I REMEMBERED THE LOGBOOK ENTRY OF THE SAME PROB DURING THE PREVIOUS LEG). THE F/O THEN CALLED FOR FLAPS UP. I SET THE FLAPS TO UP WHILE SIMULTANEOUSLY ATC CLRED US TO 13000'. AT THIS POINT I LET MY FLAPS UP (NFP) FLOW TO BE INTERRUPTED AND DID NOT TURN THE PACKS ON. I COMPLETED THE ECAM (CRT) CHKLIST WHICH RESTR FLT BELOW 10000' IF PRESSURIZATION WAS ABNORMAL. THE ECAM THEN ADDED AN ABNORMAL PRESS MESSAGE. I ADVISED ATC OF THE PROB AND REQUESTED 10000', WHICH WE RECEIVED. NEXT I COMPLETED THE COCKPIT OPERATING MANUAL (COM) EXPANDED CHKLIST. SINCE WE HAD AN ABNORMAL PRESS CONDITION I REQUESTED CLRNC BACK TO DTW. WE WERE GIVEN A 180 DEG HDG AND CLRNC TO 5000', WHICH WE COMPLIED WITH. EARLIER I HAD ADVISED THE LEAD F/A OF THE SITUATION AND TO PREPARE FOR A POSSIBLE RETURN TO DTW. SHE ASKED AN AIRLINES CAPT RIDING IN FIRST CLASS, TO INSPECT THE EXIT DOOR. HE RPTED TO ME NOT SEEING ANYTHING OR HEARING ANYTHING ABNORMAL. NEXT THE PACKS WERE TURNED ON, WHICH THE F/O DISCOVERED OFF, AND NORMAL PRESSURIZATION WAS RESTORED. I THEN ADVISED ATC OR OUR CORRECTED PROB AND REQUESTED CLRNC TO DAN. WE CONTINUED THE FLT W/O FURTHER INCIDENT. DURING THE ENTIRE PROCESS NO EMER WAS DECLARED. MY DECISION TO CONTINUE THE FLT WAS BASED ON THE FOLLOWING. THE COM CHKLIST PROC WHICH STATED 'NO ACTION REQUIRED AS LONG AS CABIN PRESS NORMAL.' THE SAME PROB OCCURRED ON THE PREVIOUS LEG THAT DAY WHICH AS DETERMINED TO BE A FALSE WARNING. THE RPT BY THE PLT WHO INSPECTED THE DOOR DURING THE FLT. THE DIVERSION OF THIS FLT FROM ON COURSE WOULD NOT HAVE HAPPENED IF I HAD FOLLOWED COMPANY PROCS. I SHOULD HAVE COMPLETED MY FLAPS UP FLOW AND NOT LET MYSELF BE DISTR.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.