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B757 captain reported being taught to ignore a master caution alert while on a missed approach.
| Attributes | |
| ACN | 1557694 |
| Time | |
| Date | 201807 |
| Aircraft 1 | |
| Make Model Name | B757 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Final Approach |
| Flight Plan | IFR |
| Person 1 | |
| Function | Captain |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Deviation - Procedural Published Material / Policy |
Narrative:
I'm currently in training. I just experienced my first encounter with being taught to ignore a master caution alert that resulted directly from the recent SOP change to set missed approach altitude on the go-around instead of at 1;000 feet. I know you're tracking this issue; and I wanted to provide another data point.sea localizer-34R. The dda is 770. The tdze set in the MCP 400. In this scenario; as soon as you retract the gear (which removes the altitude alert inhibit) on the go-around you get the master caution because you've just deviated more than 300 feet from the altitude in the MCP window. Yes; I know you can solve the problem by resetting the MCP altitude; which is the next step in the profile; but that's not the point. The point is that the current altitude-setting SOP created a nuisance master caution alert at a very low altitude on a missed approach; which has a certain startle factor to it; and we're being taught to ignore it. This isn't good.additionally; determining what value to set and then setting the missed approach altitude on a go-around creates unnecessary distraction for the pilot monitoring; whose only job at that critical point in a maneuver we don't do very often should be actual monitoring to make sure the jet is moving away from the ground. There was nothing wrong with the old procedure of setting the missed approach altitude at 1;000 feet. It was a mistake to change that procedure.
Original NASA ASRS Text
Title: B757 Captain reported being taught to ignore a Master Caution Alert while on a missed approach.
Narrative: I'm currently in training. I just experienced my first encounter with being taught to ignore a Master Caution Alert that resulted directly from the recent SOP change to set missed approach altitude on the go-around instead of at 1;000 feet. I know you're tracking this issue; and I wanted to provide another data point.SEA LOC-34R. The DDA is 770. The TDZE set in the MCP 400. In this scenario; as soon as you retract the gear (which removes the altitude alert inhibit) on the go-around you get the Master Caution because you've just deviated more than 300 feet from the altitude in the MCP window. Yes; I know you can solve the problem by resetting the MCP altitude; which is the next step in the profile; but that's not the point. The point is that the current altitude-setting SOP created a nuisance Master Caution alert at a very low altitude on a missed approach; which has a certain startle factor to it; and we're being taught to ignore it. This isn't good.Additionally; determining what value to set and then setting the missed approach altitude on a go-around creates unnecessary distraction for the pilot monitoring; whose only job at that critical point in a maneuver we don't do very often should be actual monitoring to make sure the jet is moving away from the ground. There was nothing wrong with the old procedure of setting the missed approach altitude at 1;000 feet. It was a mistake to change that procedure.
Data retrieved from NASA's ASRS site 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.