A multi-faceted incident wherein a DC10 cargo crew has to divert to the nearest suitable airport on account of possible over-temping of engines during a windshear alert and then bust their approach altitude 6 NM east of oak, ca.

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Attributes
ACN	588243
Time
Date	200307
Day	Tue
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : oak.airport
State Reference	CA
Altitude	msl bound lower : 1500 msl bound upper : 2000
Environment
Flight Conditions	VMC
Weather Elements	Windshear
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : nct.tracon tower : sfo.tower tower : oak.tower
Operator	common carrier : air carrier
Make Model Name	DC-10 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	other vortac
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 100 flight time total : 10000 flight time type : 1000
ASRS Report	588243
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	altitude deviation : crossing restriction not met altitude deviation : excursion from assigned altitude inflight encounter other non adherence : published procedure non adherence : clearance
Independent Detector	aircraft equipment other aircraft equipment : windshear alert other flight crewa other flight crewb
Resolutory Action	flight crew : diverted to another airport other
Consequence	other other
Supplementary
Problem Areas	Flight Crew Human Performance Aircraft Environmental Factor
Air Traffic Incident	Pilot Deviation

Narrative:

Takeoff from sfo, got windshear warning (both light and aural), per procedures, firewalled all engines. No limits exceeded. Due to company directives, land nearest suitable. Fog rolling into sfo, oak was clear and in sight. After dumping fuel, diverted to oak. Oak approach gave us crossing restr of 2000 ft MSL at 6.0 DME, cleared visual runway 29. First officer flying, so handed up landing data. Bugs set, autothrottles on, passing about 2300 ft, FMA showed alpha speed 25 KTS above vref. Turned to so to check his numbers, and new aircraft weight (just finished dumping down to maximum landing weight), so had entered wrong gross weight, got it fixed, got new vref, turned back around and saw that the first officer had intercepted GS and had descended on GS to 1500 ft, (failing to remain at 2000 ft until 6 DME). It was then 6.2 DME on GS -- too late to do anything, but continue approach.

Original NASA ASRS Text

Title: A MULTI-FACETED INCIDENT WHEREIN A DC10 CARGO CREW HAS TO DIVERT TO THE NEAREST SUITABLE ARPT ON ACCOUNT OF POSSIBLE OVER-TEMPING OF ENGS DURING A WINDSHEAR ALERT AND THEN BUST THEIR APCH ALT 6 NM E OF OAK, CA.

Narrative: TKOF FROM SFO, GOT WINDSHEAR WARNING (BOTH LIGHT AND AURAL), PER PROCS, FIREWALLED ALL ENGS. NO LIMITS EXCEEDED. DUE TO COMPANY DIRECTIVES, LAND NEAREST SUITABLE. FOG ROLLING INTO SFO, OAK WAS CLR AND IN SIGHT. AFTER DUMPING FUEL, DIVERTED TO OAK. OAK APCH GAVE US XING RESTR OF 2000 FT MSL AT 6.0 DME, CLRED VISUAL RWY 29. FO FLYING, SO HANDED UP LNDG DATA. BUGS SET, AUTOTHROTTLES ON, PASSING ABOUT 2300 FT, FMA SHOWED ALPHA SPD 25 KTS ABOVE VREF. TURNED TO SO TO CHK HIS NUMBERS, AND NEW ACFT WT (JUST FINISHED DUMPING DOWN TO MAX LNDG WT), SO HAD ENTERED WRONG GROSS WT, GOT IT FIXED, GOT NEW VREF, TURNED BACK AROUND AND SAW THAT THE FO HAD INTERCEPTED GS AND HAD DSNDED ON GS TO 1500 FT, (FAILING TO REMAIN AT 2000 FT UNTIL 6 DME). IT WAS THEN 6.2 DME ON GS -- TOO LATE TO DO ANYTHING, BUT CONTINUE APCH.

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.