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A B727-200 on takeoff from rno, nv, encounters a GPWS as it climbs to a higher altitude. A hill 600 ft AGL and surrounding terrain is close to the ground track of the departing aircraft.
| Attributes | |
| ACN | 403947 |
| Time | |
| Date | 199806 |
| Day | Tue |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : rno |
| State Reference | NV |
| Altitude | msl bound lower : 6900 msl bound upper : 8500 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : rno |
| Operator | common carrier : air carrier |
| Make Model Name | B727-200 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | climbout : initial climbout : intermediate altitude climbout : takeoff |
| Route In Use | departure other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 300 flight time total : 6600 flight time type : 300 |
| ASRS Report | 403947 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 180 flight time total : 12000 flight time type : 600 |
| ASRS Report | 404083 |
| 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 : returned to intended course or assigned course flight crew : overcame equipment problem flight crew : became reoriented |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Aircraft |
| Air Traffic Incident | other |
Narrative:
On climb out of reno international (WAGGE1 departure) our GPWS alerted us to 'pull up.' we applied maximum power and climbed until GPWS was silent. We were on the SID exactly as published and climbing. We could see we were clear of all terrain when the GPWS went off. We performed standard procedures for a GPWS alert. #1 engine exceed maximum limit for 10 (book limit) seconds. We contacted company and discussed the situation. Maintenance confirmed that we had not exceeded the limitation of that engine because of a higher rating on that particular engine, something we knew and confirmed. Maintenance, dispatch confirmed we were safe and legal to continue the flight without any emergency action require. We used standard fom procedures to handle the GPWS occurrence and engine situation. We reviewed all modes of GPWS activation and at no time were we anywhere near any scenario that would activate the GPWS. Maintenance was notified of the false warning and our reaction to it. I believe that a faulty GPWS system caused us to perform procedures that weren't really necessary. If the aircraft was flown in standard takeoff confign 1000 ft higher than present SID requirement (6412 ft) clean up altitude, we would not get a false warning like we received. I would recommend that the standard clean up altitude for aircraft be 7412 ft.
Original NASA ASRS Text
Title: A B727-200 ON TKOF FROM RNO, NV, ENCOUNTERS A GPWS AS IT CLBS TO A HIGHER ALT. A HILL 600 FT AGL AND SURROUNDING TERRAIN IS CLOSE TO THE GND TRACK OF THE DEPARTING ACFT.
Narrative: ON CLB OUT OF RENO INTL (WAGGE1 DEP) OUR GPWS ALERTED US TO 'PULL UP.' WE APPLIED MAX PWR AND CLBED UNTIL GPWS WAS SILENT. WE WERE ON THE SID EXACTLY AS PUBLISHED AND CLBING. WE COULD SEE WE WERE CLR OF ALL TERRAIN WHEN THE GPWS WENT OFF. WE PERFORMED STANDARD PROCS FOR A GPWS ALERT. #1 ENG EXCEED MAX LIMIT FOR 10 (BOOK LIMIT) SECONDS. WE CONTACTED COMPANY AND DISCUSSED THE SIT. MAINT CONFIRMED THAT WE HAD NOT EXCEEDED THE LIMITATION OF THAT ENG BECAUSE OF A HIGHER RATING ON THAT PARTICULAR ENG, SOMETHING WE KNEW AND CONFIRMED. MAINT, DISPATCH CONFIRMED WE WERE SAFE AND LEGAL TO CONTINUE THE FLT WITHOUT ANY EMER ACTION REQUIRE. WE USED STANDARD FOM PROCS TO HANDLE THE GPWS OCCURRENCE AND ENG SIT. WE REVIEWED ALL MODES OF GPWS ACTIVATION AND AT NO TIME WERE WE ANYWHERE NEAR ANY SCENARIO THAT WOULD ACTIVATE THE GPWS. MAINT WAS NOTIFIED OF THE FALSE WARNING AND OUR REACTION TO IT. I BELIEVE THAT A FAULTY GPWS SYS CAUSED US TO PERFORM PROCS THAT WEREN'T REALLY NECESSARY. IF THE ACFT WAS FLOWN IN STANDARD TKOF CONFIGN 1000 FT HIGHER THAN PRESENT SID REQUIREMENT (6412 FT) CLEAN UP ALT, WE WOULD NOT GET A FALSE WARNING LIKE WE RECEIVED. I WOULD RECOMMEND THAT THE STANDARD CLEAN UP ALT FOR ACFT BE 7412 FT.
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.