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B737-300 returns to departure airport after discovering first officer's airspeed indicator was inoperative late in takeoff roll.
| Attributes | |
| ACN | 676889 |
| Time | |
| Date | 200510 |
| Local Time Of Day | 0001 To 0600 |
| Place | |
| Locale Reference | airport : smf.airport |
| State Reference | CA |
| Altitude | agl single value : 0 |
| Environment | |
| Flight Conditions | VMC |
| Light | Night |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | B737-300 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | climbout : takeoff ground : takeoff roll |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 200 flight time total : 7000 flight time type : 4000 |
| ASRS Report | 676889 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Events | |
| Anomaly | aircraft equipment problem : critical |
| Independent Detector | aircraft equipment other aircraft equipment : asi other flight crewa |
| Resolutory Action | other |
| Consequence | other |
| Factors | |
| Maintenance | contributing factor : schedule pressure |
| Supplementary | |
| Problem Areas | Aircraft Flight Crew Human Performance Maintenance Human Performance |
| Primary Problem | Aircraft |
Narrative:
This incident occurred on takeoff roll out of smf. I was the captain and the PF. During takeoff roll; we had no airspeed indication on the first officer's side. Because I was flying with a new guy/gal; and he/she was not quite sure it was broken until after the 80 KT call; I elected to continue and return for a landing rather than make a high speed abort. The WX was clear and 10 mi visibility. We made a right downwind and then an overweight landing at 118300 pounds when maximum landing weight was 116500 pounds. Both first officer's airspeed indicators were inoperative; giving us a host of other things like the buffet alert; and no autothrottles. When maintenance tried to MEL the airspeed indicators and launch us with no airspeed indicators on the first officer's side was when I grounded the plane and refused to take it! After much further review by maintenance and a canceled trip; they agreed with me and said that both first officer's airspeed indicators cannot be out! As it turned out; we had a blocked #2 pitot tube.
Original NASA ASRS Text
Title: B737-300 RETURNS TO DEP ARPT AFTER DISCOVERING FO'S AIRSPD INDICATOR WAS INOP LATE IN TKOF ROLL.
Narrative: THIS INCIDENT OCCURRED ON TKOF ROLL OUT OF SMF. I WAS THE CAPT AND THE PF. DURING TKOF ROLL; WE HAD NO AIRSPD INDICATION ON THE FO'S SIDE. BECAUSE I WAS FLYING WITH A NEW GUY/GAL; AND HE/SHE WAS NOT QUITE SURE IT WAS BROKEN UNTIL AFTER THE 80 KT CALL; I ELECTED TO CONTINUE AND RETURN FOR A LNDG RATHER THAN MAKE A HIGH SPD ABORT. THE WX WAS CLR AND 10 MI VISIBILITY. WE MADE A R DOWNWIND AND THEN AN OVERWT LNDG AT 118300 LBS WHEN MAX LNDG WT WAS 116500 LBS. BOTH FO'S AIRSPD INDICATORS WERE INOP; GIVING US A HOST OF OTHER THINGS LIKE THE BUFFET ALERT; AND NO AUTOTHROTTLES. WHEN MAINT TRIED TO MEL THE AIRSPD INDICATORS AND LAUNCH US WITH NO AIRSPD INDICATORS ON THE FO'S SIDE WAS WHEN I GNDED THE PLANE AND REFUSED TO TAKE IT! AFTER MUCH FURTHER REVIEW BY MAINT AND A CANCELED TRIP; THEY AGREED WITH ME AND SAID THAT BOTH FO'S AIRSPD INDICATORS CANNOT BE OUT! AS IT TURNED OUT; WE HAD A BLOCKED #2 PITOT TUBE.
Data retrieved from NASA's ASRS site as of January 2009 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.