Air carrier medium large transport flight crew completed a flight with an aci with the right auxilia...

Attributes
ACN	196304
Time
Date	199111
Day	Mon
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : bos
State Reference	MA
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : ont
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Flight Phase	climbout : takeoff ground : preflight ground other : taxi
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 200 flight time total : 8750
ASRS Report	196304
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 65 flight time total : 7500
ASRS Report	195922
Events
Anomaly	non adherence : far non adherence : published procedure
Independent Detector	other other : unspecified
Resolutory Action	none taken : detected after the fact
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

On flight out of boston I was acting as first officer on an airlines medium large transport. Our checklist and sops after engine start call for the right auxiliary hydraulic pump to be momentarily turned off then returned to the on position to verify normal operation of the right engine driven hydraulic pump. This check is normally accomplished by turning off the right auxiliary pump then turning the controls to make a loss of hydraulic pressure readily noticeable. Then returning the pump to on. Due to a distraction of some kind (ATC or ground crew still on interphone) the pump was not returned to the on position. An FAA inspector was on the jumpseat during this time and the taxi, takeoff, and initial climb was made with this pump off and was noticed during the takeoff roll by the FAA inspector but not mentioned until the flight terminated in milwaukee. I have since altered the way I do this procedure by being sure to keep my hand on the pump control switch and not remove it until the switch has been returned to the on position. This should eliminate the possibility of this happening in the future. Safety of this flight was never in question because of triple redundancy of the right hydraulic system.

Original NASA ASRS Text

Title: ACR MLG FLC COMPLETED A FLT WITH AN ACI WITH THE R AUX HYDRAULIC PUMP OFF.

Narrative: ON FLT OUT OF BOSTON I WAS ACTING AS FO ON AN AIRLINES MLG. OUR CHKLIST AND SOPS AFTER ENG START CALL FOR THE R AUX HYDRAULIC PUMP TO BE MOMENTARILY TURNED OFF THEN RETURNED TO THE ON POS TO VERIFY NORMAL OP OF THE R ENG DRIVEN HYDRAULIC PUMP. THIS CHK IS NORMALLY ACCOMPLISHED BY TURNING OFF THE R AUX PUMP THEN TURNING THE CTLS TO MAKE A LOSS OF HYDRAULIC PRESSURE READILY NOTICEABLE. THEN RETURNING THE PUMP TO ON. DUE TO A DISTR OF SOME KIND (ATC OR GND CREW STILL ON INTERPHONE) THE PUMP WAS NOT RETURNED TO THE ON POS. AN FAA INSPECTOR WAS ON THE JUMPSEAT DURING THIS TIME AND THE TAXI, TKOF, AND INITIAL CLB WAS MADE WITH THIS PUMP OFF AND WAS NOTICED DURING THE TKOF ROLL BY THE FAA INSPECTOR BUT NOT MENTIONED UNTIL THE FLT TERMINATED IN MILWAUKEE. I HAVE SINCE ALTERED THE WAY I DO THIS PROC BY BEING SURE TO KEEP MY HAND ON THE PUMP CTL SWITCH AND NOT REMOVE IT UNTIL THE SWITCH HAS BEEN RETURNED TO THE ON POS. THIS SHOULD ELIMINATE THE POSSIBILITY OF THIS HAPPENING IN THE FUTURE. SAFETY OF THIS FLT WAS NEVER IN QUESTION BECAUSE OF TRIPLE REDUNDANCY OF THE R HYDRAULIC SYS.

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.

Air carrier medium large transport flight crew completed a flight with an aci with the right auxiliary hydraulic pump off.