Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 16; Flight Crew Total 905; Flight Crew Type 905
Troubleshooting; Workload; Human-Machine Interface
Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR
Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Human Factors; Environment - Non Weather Related; Aircraft
Captain (CA) was PF on takeoff from ZZZ [Runway] XR. In the high speed phase; CA air data (airspeed and altitude) blanked out showing flags. Takeoff continued. Missed initial turn on the ZZZZZ departure as both CA and FO lost flight directors. [I] guided CA back to SID using heading bug. Captain transferred controls to me as my air data seemed more reliable. Ran Unreliable Airspeed QRH. Determined that FO side was indeed working and regained automation per the procedure. As CA airspeed and altitude were intermittent; I became PF for rest of flight.Discussed with CA and both agreed as a crew it was safe to continue flight. However; we forgot to discuss that we had a single altimetry system and entered RVSM. We operated in RVSM for remainder of flight. Aside for intermittent issues on Captain side; rest of flight was uneventful. It is noteworthy that the Airspeed Unreliable procedure didn't have a note regarding potential RVSM issues in the scenario of recovering a back air data and automation on one side.
During the takeoff roll; the Captain's primary airspeed and altitude display blanked and autothrottle disengaged. Captain was PF and continued the takeoff. FO manually set takeoff thrust. We were cleared to climb via the ZZZZZ2 [departure] ZZZZZ1 transition. I was slightly late making the initial turn and FO communicated this; then used HDG SEL to return to course. I asked for flaps 5 (we had taken off using flaps 10). Once at wings level; I asked FO to take the controls and a positive transfer of controls occurred. FO appeared to have good attitude; airspeed and altitude information. FO continued to fly; and we retracted the rest of the flaps on schedule. At this point; we ran the Airspeed Unreliable checklist. We were able to confirm that the FO indeed had reliable airspeed; altitude and attitude information. We were able to re-engage the FO's flight director; and ultimately he engaged the right autopilot as well. We also determined that the autothrottle was working with the FO's flight director as master. We monitored the autothrottle closely throughout the flight and it functioned normally. We discussed the prudence and safety of continuing the flight without reliable primary airspeed and altitude information. We ultimately agreed that with the FO's side working normally; as well as having reliable standby airspeed and altitude information; that it was safe to continue the flight. The Captain's airspeed and altitude would return to normal periodically during the flight; but then blank again. This occurred throughout the flight.I failed to notify ATC or dispatch about the failure; which would have been the correct thing to do; because of the requirements for entering RVSM airspace. Only after the flight did we realize this and debrief this as an error. We also debriefed the course deviation during the departure phase. The distraction of not having a primary display for altitude and airspeed was one reason for this deviation. Good crew communication from the FO was helpful in correcting this error and promptly returning to course. This aircraft had a similar write-up from the previous day; and maintenance had replaced the Captain side PFD. During the preflight for our flight; the Mach airspeed warning system failed to test on the no. 1 side; so maintenance ultimately replaced the left ADIRU. We believed this to be the correct fix; since everything tested normally prior to pushback. (On a side note; we took this same aircraft the next day. Maintenance in ZZZ1 replaced the left AOA sensor and this fixed the problem.)There were other threats that probably contributed to the errors mentioned above. Both of us had done very little flying in the weeks and months prior to this event. We were both due to lapse landing currency on date. I am new to this fleet as a Captain; and still have fewer than XXX hours in this type aircraft. My last flight prior to this flight was late August. The FO has more experience on the airplane but also hadn't flown much since March.
Air carrier flight crew reported that the Captain's airspeed and altitude became unreliable and they did not notify ATC prior to entering RSVM airspace.