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37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
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On initial climb after takeoff flaps retracted on schedule until 2 degrees to up was selected. With up selected vibration was felt, xctl inputs were used, amber leading edge device light stayed illuminated, and so auxiliary panel leading edge indicated green light on #2 leading edge slat confirming its extension. Decision was made to return and land. All checklist were completed, fuel was dumped to below maximum landing weight. The landing was uneventful except emergency crash crew was activated by the tower.
| Attributes | |
| ACN | 331569 |
| Time | |
| Date | 199603 |
| Day | Sat |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : msp |
| State Reference | MN |
| Altitude | msl bound lower : 6000 msl bound upper : 8000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : msp artcc : zid |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | climbout : initial climbout : intermediate altitude |
| Route In Use | enroute : direct |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : flight engineer pilot : cfi pilot : atp |
| Experience | flight time last 90 days : 250 flight time total : 12000 flight time type : 2000 |
| ASRS Report | 331569 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : commercial pilot : instrument |
| Events | |
| Anomaly | aircraft equipment problem : critical other anomaly other |
| Independent Detector | aircraft equipment other aircraft equipment : unspecified other flight crewa |
| Resolutory Action | flight crew : declared emergency flight crew : overcame equipment problem other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Aircraft |
Narrative:
On initial climb after takeoff flaps retracted on schedule until 2 degrees to up was selected. With up selected vibration was felt, xctl inputs were used, amber leading edge device light stayed illuminated and so's auxiliary panel leading edge indicated green light on #2 leading edge device left side confirming its extension. Slow climb was continued to 8000 ft with reference manual referenced and ATC notified of our problem and possible fuel dump and return. We were cleared to 6000 ft -- communicated with lead flight attendant, flight attendants, passenger, dispatch, and ATC as fuel dump commenced. After termination communication continued with flight attendants, passenger, and ATC and returned for a normal visual approach at maximum certified landing weight. Crash equipment was standing by (although they were not requested). This made it necessary to communicate this to flight attendants and passenger, as this was a surprise to us after not requesting it and we did not want it to be a surprise to them. Although this problem could not be duplicated on the ground -- the discrepancy was a repeat item (several times) and maintenance agreed to take the plane OTS.
Original NASA ASRS Text
Title: ON INITIAL CLB AFTER TKOF FLAPS RETRACTED ON SCHEDULE UNTIL 2 DEGS TO UP WAS SELECTED. WITH UP SELECTED VIBRATION WAS FELT, XCTL INPUTS WERE USED, AMBER LEADING EDGE DEVICE LIGHT STAYED ILLUMINATED, AND SO AUX PANEL LEADING EDGE INDICATED GREEN LIGHT ON #2 LEADING EDGE SLAT CONFIRMING ITS EXTENSION. DECISION WAS MADE TO RETURN AND LAND. ALL CHKLIST WERE COMPLETED, FUEL WAS DUMPED TO BELOW MAX LNDG WT. THE LNDG WAS UNEVENTFUL EXCEPT EMER CRASH CREW WAS ACTIVATED BY THE TWR.
Narrative: ON INITIAL CLB AFTER TKOF FLAPS RETRACTED ON SCHEDULE UNTIL 2 DEGS TO UP WAS SELECTED. WITH UP SELECTED VIBRATION WAS FELT, XCTL INPUTS WERE USED, AMBER LEADING EDGE DEVICE LIGHT STAYED ILLUMINATED AND SO'S AUX PANEL LEADING EDGE INDICATED GREEN LIGHT ON #2 LEADING EDGE DEVICE L SIDE CONFIRMING ITS EXTENSION. SLOW CLB WAS CONTINUED TO 8000 FT WITH REF MANUAL REFED AND ATC NOTIFIED OF OUR PROB AND POSSIBLE FUEL DUMP AND RETURN. WE WERE CLRED TO 6000 FT -- COMMUNICATED WITH LEAD FLT ATTENDANT, FLT ATTENDANTS, PAX, DISPATCH, AND ATC AS FUEL DUMP COMMENCED. AFTER TERMINATION COM CONTINUED WITH FLT ATTENDANTS, PAX, AND ATC AND RETURNED FOR A NORMAL VISUAL APCH AT MAX CERTIFIED LNDG WT. CRASH EQUIP WAS STANDING BY (ALTHOUGH THEY WERE NOT REQUESTED). THIS MADE IT NECESSARY TO COMMUNICATE THIS TO FLT ATTENDANTS AND PAX, AS THIS WAS A SURPRISE TO US AFTER NOT REQUESTING IT AND WE DID NOT WANT IT TO BE A SURPRISE TO THEM. ALTHOUGH THIS PROB COULD NOT BE DUPLICATED ON THE GND -- THE DISCREPANCY WAS A REPEAT ITEM (SEVERAL TIMES) AND MAINT AGREED TO TAKE THE PLANE OTS.
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.