Narrative:

Climbing through FL230; we exited all precipitation and turned all airfoil and engine heat off. The autopilot was on and we were climbing at FMS speed; which was approximately 290 knots. At this point; the climb seemed to be normal with no abnormal indications of computer malfunction. Climbing through approximately FL280; we both noticed a rapidly rising footer and descending pitch limit indicator (pli). We immediately stopped the climb and the stick shaker began to go off. The captain disengaged the autopilot and took manual control of the aircraft. A descent was established while we communicated with air traffic control the need for an immediate descent. ATC then cleared us to FL240. The stick shaker continued to go off until approximately FL250 even though we were at vmo. Other than the stick shaker; no other aural warnings sounded nor did we get the stick pusher; even though the pli was approximately 10 degrees below the horizon. Descending through FL250; the footers shot apart to their normal positions; the pli came up and the stick shaker stopped. We then leveled the plane at FL240 and contacted ATC to standby with intentions while we contacted company dispatch and maintenance control. We as the crew decided the safest action to take would be to divert given the unknown electrical issues we were having. Working with dispatch; we decided a nearby enroute airport would be the best destination for a precautionary landing. As we approached that airport; ATC queried on whether we wanted the fire trucks to be standing by; which we agreed was a good idea as a precaution. We then briefed the flight attendants and told them not to expect an evacuation. We agreed to make our approach speed approximately 20 knots faster than normal as we would be landing on a runway with a length of over 10;000 feet. A normal landing was made. Upon arrival at the gate; we spoke with the fire rescue crew and contacted the chief pilot. The next morning the captain contacted maintenance control to inquire about the possible maintenance problems. The response from maintenance control when looking into the issue and corrective action was that there had been a power spike to the aircraft while it was on the gate at our departure station. Since our divert; maintenance changed out the aoa vanes; FCC's and the via's according to maintenance control.

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Original NASA ASRS Text

Title: An electrical spike to a B717 aircraft prior to departure from the previous airport is believed to have caused the aircraft's Flight Control Computers; Versatile Integrated Avionics Digital Computer (VIA) and Stall Warning Vane to malfunction in flight. The aircraft diverted to an enroute airport.

Narrative: Climbing through FL230; we exited all precipitation and turned all airfoil and engine heat off. The autopilot was on and we were climbing at FMS speed; which was approximately 290 knots. At this point; the climb seemed to be normal with no abnormal indications of computer malfunction. Climbing through approximately FL280; we both noticed a rapidly rising footer and descending Pitch Limit Indicator (PLI). We immediately stopped the climb and the stick shaker began to go off. The Captain disengaged the autopilot and took manual control of the aircraft. A descent was established while we communicated with Air Traffic Control the need for an immediate descent. ATC then cleared us to FL240. The stick shaker continued to go off until approximately FL250 even though we were at VMO. Other than the stick shaker; no other aural warnings sounded nor did we get the stick pusher; even though the PLI was approximately 10 degrees below the horizon. Descending through FL250; the footers shot apart to their normal positions; the PLI came up and the stick shaker stopped. We then leveled the plane at FL240 and contacted ATC to standby with intentions while we contacted Company Dispatch and Maintenance Control. We as the crew decided the safest action to take would be to divert given the unknown electrical issues we were having. Working with Dispatch; we decided a nearby enroute airport would be the best destination for a precautionary landing. As we approached that airport; ATC queried on whether we wanted the fire trucks to be standing by; which we agreed was a good idea as a precaution. We then briefed the Flight Attendants and told them not to expect an evacuation. We agreed to make our approach speed approximately 20 knots faster than normal as we would be landing on a runway with a length of over 10;000 feet. A normal landing was made. Upon arrival at the gate; we spoke with the Fire Rescue Crew and contacted the Chief Pilot. The next morning the Captain contacted Maintenance Control to inquire about the possible maintenance problems. The response from Maintenance Control when looking into the issue and corrective action was that there had been a power spike to the aircraft while it was on the gate at our departure station. Since our divert; Maintenance changed out the AOA vanes; FCC's and the VIA's according to Maintenance Control.

Data retrieved from NASA's ASRS site as of April 2012 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.