37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
Attributes | |
ACN | 535590 |
Time | |
Date | 200201 |
Day | Mon |
Local Time Of Day | 1201 To 1800 |
Place | |
Locale Reference | airport : pit.airport |
State Reference | PA |
Altitude | agl single value : 50 |
Environment | |
Flight Conditions | IMC |
Weather Elements | Turbulence Ice |
Light | Daylight |
Aircraft 1 | |
Controlling Facilities | tracon : pit.tracon |
Operator | common carrier : air carrier |
Make Model Name | Regional Jet CL65, Undifferentiated or Other Model |
Operating Under FAR Part | Part 121 |
Navigation In Use | other |
Flight Phase | climbout : initial |
Flight Plan | IFR |
Person 1 | |
Affiliation | company : air carrier |
Function | flight crew : captain oversight : pic |
Qualification | pilot : atp |
Experience | flight time last 90 days : 180 flight time total : 4100 flight time type : 1100 |
ASRS Report | 535590 |
Person 2 | |
Affiliation | company : air carrier |
Function | flight crew : first officer |
Events | |
Anomaly | aircraft equipment problem : critical inflight encounter : weather inflight encounter other other anomaly other |
Independent Detector | aircraft equipment other aircraft equipment : eicas- gear indication other flight crewa other flight crewb |
Resolutory Action | controller : issued new clearance controller : provided flight assist flight crew : diverted to another airport none taken : detected after the fact other |
Consequence | other other |
Supplementary | |
Problem Areas | Weather Aircraft |
Primary Problem | Aircraft |
Narrative:
The problem arose due to a nose gear selector valve failure which caused the nose gear not to retract after takeoff. It was discovered by maintenance personnel after the flight. However, at the time of occurrence, the indications in the cockpit included 2 warning messages (gear disagreement/nose door open). Contributing factors may have been high winds and icing. Corrective actions include QRH procedures which state to maintain 200 KTS, select hydraulic 38 pump on and lower the gear handle. This solved the problem -- all 3 gear were down and locked. Since the gear were down, the aircraft accumulated moderate rime ice at profile altitude (3000 ft). Requested ILS runway 28R and shot coupled approach to a landing. Perceptions, judgements, decisions were fairly straightforward. The cause was unknown, however. The QRH procedures were 3 quick steps and since we were still talking to pit approach control, radar vectors back around went smoothly. Initially, I was concerned because there were numerous 'red light' distrs occurring very close to the ground. Additionally, icing was taking place at 2500 ft. This concerned the crew due to the slower airspds and gear and flaps extended. These concerns caused slight delays assessing what to do. Once things settled down, I flew the aircraft and delegated as much as possible to the first officer in order to remain focused on flying the aircraft. This worked exceptionally well! Factors affecting the quality of human performance would indeed be confusion, distraction, and what to prioritize when multiple problems occur. Corrective action may be to conduct test cells using wind tunnels and icing profiles on nose gear selector valve to determine susceptibility to failure with wind/icing combination.
Original NASA ASRS Text
Title: CL65 CREW WAS UNABLE TO RETRACT THE ACFT NOSE GEAR BECAUSE OF NOSE GEAR SELECTOR VALVE FAILURE.
Narrative: THE PROB AROSE DUE TO A NOSE GEAR SELECTOR VALVE FAILURE WHICH CAUSED THE NOSE GEAR NOT TO RETRACT AFTER TKOF. IT WAS DISCOVERED BY MAINT PERSONNEL AFTER THE FLT. HOWEVER, AT THE TIME OF OCCURRENCE, THE INDICATIONS IN THE COCKPIT INCLUDED 2 WARNING MESSAGES (GEAR DISAGREEMENT/NOSE DOOR OPEN). CONTRIBUTING FACTORS MAY HAVE BEEN HIGH WINDS AND ICING. CORRECTIVE ACTIONS INCLUDE QRH PROCS WHICH STATE TO MAINTAIN 200 KTS, SELECT HYD 38 PUMP ON AND LOWER THE GEAR HANDLE. THIS SOLVED THE PROB -- ALL 3 GEAR WERE DOWN AND LOCKED. SINCE THE GEAR WERE DOWN, THE ACFT ACCUMULATED MODERATE RIME ICE AT PROFILE ALT (3000 FT). REQUESTED ILS RWY 28R AND SHOT COUPLED APCH TO A LNDG. PERCEPTIONS, JUDGEMENTS, DECISIONS WERE FAIRLY STRAIGHTFORWARD. THE CAUSE WAS UNKNOWN, HOWEVER. THE QRH PROCS WERE 3 QUICK STEPS AND SINCE WE WERE STILL TALKING TO PIT APCH CTL, RADAR VECTORS BACK AROUND WENT SMOOTHLY. INITIALLY, I WAS CONCERNED BECAUSE THERE WERE NUMEROUS 'RED LIGHT' DISTRS OCCURRING VERY CLOSE TO THE GND. ADDITIONALLY, ICING WAS TAKING PLACE AT 2500 FT. THIS CONCERNED THE CREW DUE TO THE SLOWER AIRSPDS AND GEAR AND FLAPS EXTENDED. THESE CONCERNS CAUSED SLIGHT DELAYS ASSESSING WHAT TO DO. ONCE THINGS SETTLED DOWN, I FLEW THE ACFT AND DELEGATED AS MUCH AS POSSIBLE TO THE FO IN ORDER TO REMAIN FOCUSED ON FLYING THE ACFT. THIS WORKED EXCEPTIONALLY WELL! FACTORS AFFECTING THE QUALITY OF HUMAN PERFORMANCE WOULD INDEED BE CONFUSION, DISTR, AND WHAT TO PRIORITIZE WHEN MULTIPLE PROBS OCCUR. CORRECTIVE ACTION MAY BE TO CONDUCT TEST CELLS USING WIND TUNNELS AND ICING PROFILES ON NOSE GEAR SELECTOR VALVE TO DETERMINE SUSCEPTIBILITY TO FAILURE WITH WIND/ICING COMBINATION.
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.