Narrative:

Flight was intended as a reposition flight to repatriate vacationers with 3 flight crew; 14 company flight attendants; two psr's and a mechanic. Upon review of the aircraft logbook we found several repeat write ups namely #2 engine idg valve; aileron lockout and 'altitude alert tone not sounding'. We reviewed these items using the ddg (dispatch deviations guide) and agreed the aircraft was legal for dispatch. The deferred items were mentioned again in the appropriate required briefings and checklists.upon climb out we received an EICAS message 'aileron lockout'. Consulted the ddg and noted the crosswind landing limitation and continued. During our normal ATC directed climb we all noticed that none of the altitude alerts were working during intermediate level off. The ddg specifically and separately mentions aural; visual or 'all failed'.as we continued to our nats entry point we were analyzing the situation as a crew and came to the conclusion we did not meet the equipment requirements for nats rvsm operations. Captain suggested delaying vectors and a block altitude and this was coordinated with shannon ATC. Several techniques were tried to identify if we had any altitude alerting functions remaining either visual or aural. V/south climbs and descents; flch altitude changes and several other combinations were tried. In the meantime pilot flying was coordinating with shannon ATC and attempting to negotiate dispensation from the altitude alerting rvsm requirement and a flight level for crossing. Shannon ATC declined and offered us either FL280 or FL430 which is outside of rvsm airspace. FMS indicated max altitude FL410. Captain contacted dispatch; maintenance control and the chief pilot by satellite phone. It was concluded we did not carry enough fuel to cross at FL280. We suggested a refueling stop at shannon followed by a crossing at FL280.uneventful landing at shannon after which we were notified we would overnight and proceed the next day as one of the crewmembers would have 'timed out.' interesting experience. Definitely shows the value of crew communications and reviews of logbook and ddg. As a crew we worked very well together and the positive atmosphere created by the captain was a very large part of that. Opinions and suggestions were encouraged and appreciated.

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Original NASA ASRS Text

Title: B747 flight crew reported inoperative equipment made them unable to fly in RVSM airspace; resulting in a diversion.

Narrative: Flight was intended as a reposition flight to repatriate vacationers with 3 flight crew; 14 company flight attendants; two PSR's and a mechanic. Upon review of the aircraft logbook we found several repeat write ups namely #2 engine IDG valve; aileron lockout and 'Altitude Alert Tone not sounding'. We reviewed these items using the DDG (Dispatch Deviations Guide) and agreed the aircraft was legal for dispatch. The deferred items were mentioned again in the appropriate required briefings and checklists.Upon climb out we received an EICAS message 'Aileron lockout'. Consulted the DDG and noted the crosswind landing limitation and continued. During our normal ATC directed climb we all noticed that none of the altitude alerts were working during intermediate level off. The DDG specifically and separately mentions aural; visual or 'all failed'.As we continued to our NATS entry point we were analyzing the situation as a crew and came to the conclusion we did not meet the equipment requirements for NATS RVSM operations. Captain suggested delaying vectors and a block altitude and this was coordinated with Shannon ATC. Several techniques were tried to identify if we had any altitude alerting functions remaining either visual or aural. V/S climbs and descents; FLCH altitude changes and several other combinations were tried. In the meantime Pilot Flying was coordinating with Shannon ATC and attempting to negotiate dispensation from the altitude alerting RVSM requirement and a flight level for crossing. Shannon ATC declined and offered us either FL280 or FL430 which is outside of RVSM airspace. FMS indicated max altitude FL410. Captain contacted Dispatch; Maintenance Control and the Chief Pilot by satellite phone. It was concluded we did not carry enough fuel to cross at FL280. We suggested a refueling stop at Shannon followed by a crossing at FL280.Uneventful landing at Shannon after which we were notified we would overnight and proceed the next day as one of the crewmembers would have 'timed out.' Interesting experience. Definitely shows the value of crew communications and reviews of logbook and DDG. As a crew we worked very well together and the positive atmosphere created by the Captain was a very large part of that. Opinions and suggestions were encouraged and appreciated.

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.