37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
Attributes | |
ACN | 998675 |
Time | |
Date | 201203 |
Local Time Of Day | 1801-2400 |
Place | |
Locale Reference | ZZZ.ARTCC |
State Reference | US |
Environment | |
Light | Night |
Aircraft 1 | |
Make Model Name | B737-700 |
Operating Under FAR Part | Part 121 |
Flight Phase | Cruise |
Flight Plan | IFR |
Component | |
Aircraft Component | Turbine Engine |
Person 1 | |
Function | First Officer Pilot Flying |
Qualification | Flight Crew Air Transport Pilot (ATP) |
Events | |
Anomaly | Aircraft Equipment Problem Critical Deviation - Altitude Excursion From Assigned Altitude Deviation - Speed All Types Inflight Event / Encounter Weather / Turbulence |
Narrative:
While cruising at FL400; center advised to expect moderate mountain wave and light to moderate turbulence around the mountain. As the pilot flying; I slowed the aircraft to M0.76 in anticipation of turbulence. About 5 minutes later we encountered moderate mountain wave and associated airspeed fluctuations. The initial wave was +/- 100 ft and +/- 10 KTS in light to moderate turbulence. We encountered a subsequent wave that resulted in a loss of 300 ft in altitude and a gain of 15 KTS in airspeed. Autothrottles retarded the thrust levers to about 50% N2 to avoid an overspeed condition. As the airspeed decreased to the selected value of M.076; the autothrottles failed to advance to maintain the selected speed. As the pilot flying; I disconnected the autothrottles and manually advanced the thrust levers to attain the desired airspeed. Despite manual thrust advancement to about 97% N2; the engines remained spooled at 50% N2. I announced the loss of thrust control to the captain. At this point; the airspeed was decaying at a fast rate and reached a minimum of 210 KTS indicated (just above the yellow band). With the thrust levers full forward and unresponsive to commanded position; I disengaged the autopilot and began a descent while asking the captain to obtain ATC clearance to descend. At FL395 the captain obtained an ATC clearance to descend to FL340. The engines remained at 50% N2 with the thrust levers commanding a lot more for roughly 15-20 seconds. We completed the engine limit/surge/stall checklist; event though there were no engine exceedences. At about FL370; the engines began to spool up to the commanded thrust lever position and thrust control was recovered. After completing the checklist; we elected to reengage the autopilot and autothrottles. We contacted dispatch and maintenance control. The decision was made to continue to the filed destination. The remainder of the flight was uneventful. [We experienced] loss of thrust control on both engines for 15-20 seconds during mountain wave activity.
Original NASA ASRS Text
Title: After a B737-700 encountered mountain wave activity at FL400; autothrust reduced power to prevent an overspeed; but the thrust did not recover even with thrust levers full forward until the aircraft descended through FL370.
Narrative: While cruising at FL400; Center advised to expect moderate mountain wave and light to moderate turbulence around the mountain. As the pilot flying; I slowed the aircraft to M0.76 in anticipation of turbulence. About 5 minutes later we encountered moderate mountain wave and associated airspeed fluctuations. The initial wave was +/- 100 FT and +/- 10 KTS in light to moderate turbulence. We encountered a subsequent wave that resulted in a loss of 300 FT in altitude and a gain of 15 KTS in airspeed. Autothrottles retarded the thrust levers to about 50% N2 to avoid an overspeed condition. As the airspeed decreased to the selected value of M.076; the autothrottles failed to advance to maintain the selected speed. As the pilot flying; I disconnected the autothrottles and manually advanced the thrust levers to attain the desired airspeed. Despite manual thrust advancement to about 97% N2; the engines remained spooled at 50% N2. I announced the loss of thrust control to the Captain. At this point; the airspeed was decaying at a fast rate and reached a minimum of 210 KTS indicated (just above the yellow band). With the thrust levers full forward and unresponsive to commanded position; I disengaged the autopilot and began a descent while asking the Captain to obtain ATC clearance to descend. At FL395 the Captain obtained an ATC clearance to descend to FL340. The engines remained at 50% N2 with the thrust levers commanding a lot more for roughly 15-20 seconds. We completed the Engine Limit/Surge/Stall Checklist; event though there were no engine exceedences. At about FL370; the engines began to spool up to the commanded thrust lever position and thrust control was recovered. After completing the checklist; we elected to reengage the autopilot and autothrottles. We contacted Dispatch and Maintenance Control. The decision was made to continue to the filed destination. The remainder of the flight was uneventful. [We experienced] loss of thrust control on both engines for 15-20 seconds during mountain wave activity.
Data retrieved from NASA's ASRS site as of July 2013 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.