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Landing gear selector override needed to raise the gear on takeoff. The aircraft would not pressurize, the takeoff warning horn could not be silenced, and the transponder was not working.
| Attributes | |
| ACN | 278033 |
| Time | |
| Date | 199407 |
| Day | Sun |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : atl |
| State Reference | GA |
| Altitude | msl bound lower : 300 msl bound upper : 300 |
| Environment | |
| Flight Conditions | IMC |
| Light | Dawn |
| Aircraft 1 | |
| Controlling Facilities | tracon : atl |
| Operator | common carrier : air carrier |
| Make Model Name | B737 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other Other |
| Flight Phase | climbout : takeoff |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 150 flight time total : 5000 flight time type : 1300 |
| ASRS Report | 278033 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | aircraft equipment problem : less severe other anomaly other |
| Independent Detector | aircraft equipment other aircraft equipment : unspecified other flight crewa |
| Resolutory Action | flight crew : overcame equipment problem |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Aircraft |
| Air Traffic Incident | other |
Narrative:
Immediately after takeoff, upon raising the gear, the override switch on gear handle had to be engaged to get the gear up. The takeoff warning horn started to go off and we could not silence it. Then, ATC told us our transponder was not working. Then, I noticed the cabin was not pressurizing properly. With these several malfunctions combined with flying the airplane in the takeoff phase of flight, it was about 10 mins before I had time to read the flight operations manual and follow the recommended procedure. The procedure stated that pressurization was to be operated in the standby mode and that the circuit breaker for the warning horn should be pulled. With the exception of the inoperative transponder, the flight continued uneventfully for about 40 mins. Then, the cabin began to fill with a strange odor and smoke. We followed the necessary smoke elimination procedure and descended to 10000 ft. Because of all the problems, we elected to divert to dfw. Our procedures do not address any of the problems associated with a malfunction of the landing gear like we had. The boeing 737 manual is much more informative, and states that a landing should be made at nearest suitable airfield. The air carrier manual should be changed to comply with boeing's procedures.
Original NASA ASRS Text
Title: LNDG GEAR SELECTOR OVERRIDE NEEDED TO RAISE THE GEAR ON TKOF. THE ACFT WOULD NOT PRESSURIZE, THE TKOF WARNING HORN COULD NOT BE SILENCED, AND THE XPONDER WAS NOT WORKING.
Narrative: IMMEDIATELY AFTER TKOF, UPON RAISING THE GEAR, THE OVERRIDE SWITCH ON GEAR HANDLE HAD TO BE ENGAGED TO GET THE GEAR UP. THE TKOF WARNING HORN STARTED TO GO OFF AND WE COULD NOT SILENCE IT. THEN, ATC TOLD US OUR XPONDER WAS NOT WORKING. THEN, I NOTICED THE CABIN WAS NOT PRESSURIZING PROPERLY. WITH THESE SEVERAL MALFUNCTIONS COMBINED WITH FLYING THE AIRPLANE IN THE TKOF PHASE OF FLT, IT WAS ABOUT 10 MINS BEFORE I HAD TIME TO READ THE FLT OPS MANUAL AND FOLLOW THE RECOMMENDED PROC. THE PROC STATED THAT PRESSURIZATION WAS TO BE OPERATED IN THE STANDBY MODE AND THAT THE CIRCUIT BREAKER FOR THE WARNING HORN SHOULD BE PULLED. WITH THE EXCEPTION OF THE INOP XPONDER, THE FLT CONTINUED UNEVENTFULLY FOR ABOUT 40 MINS. THEN, THE CABIN BEGAN TO FILL WITH A STRANGE ODOR AND SMOKE. WE FOLLOWED THE NECESSARY SMOKE ELIMINATION PROC AND DSNDED TO 10000 FT. BECAUSE OF ALL THE PROBS, WE ELECTED TO DIVERT TO DFW. OUR PROCS DO NOT ADDRESS ANY OF THE PROBS ASSOCIATED WITH A MALFUNCTION OF THE LNDG GEAR LIKE WE HAD. THE BOEING 737 MANUAL IS MUCH MORE INFORMATIVE, AND STATES THAT A LNDG SHOULD BE MADE AT NEAREST SUITABLE AIRFIELD. THE ACR MANUAL SHOULD BE CHANGED TO COMPLY WITH BOEING'S PROCS.
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.