Altitude deviation overshoot in descent.

Attributes
ACN	140177
Time
Date	199003
Day	Mon
Local Time Of Day	1801 To 2400
Place
Locale Reference	atc facility : vwv
State Reference	OH
Altitude	msl bound lower : 7000 msl bound upper : 10000
Environment
Flight Conditions	IMC
Light	Night
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Flight Phase	descent other
Route In Use	enroute airway : zob
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 240 flight time total : 11500 flight time type : 240
ASRS Report	140177
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Events
Anomaly	altitude deviation : overshoot non adherence : clearance other anomaly other
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : issued new clearance none taken : detected after the fact
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

En route from ind to det we were proceeding on the vwv 064 degree right at 10000' in an medium large transport. Received clearance to 8000'. During this time the first officer was attempting to update the det ATIS and was essentially out of the loop. I set 8000' in the altitude alert and began descent at 1000 FPM. While descending, engine anti-ice was placed on and left wing fuel boost pumps were turned on and fuel xfeed valve closed to complete fuel balancing. A smooth level off was made at 7000'. Altitude alert was never heard, although it had been functioning all day and continued to subsequently function properly. ATC continued our clearance to 5000' as there was no conflict, and we profusely apologized. It is hard to imagine that the seemingly minor cockpit tasks were enough distraction to miss the altitude and actually misread the altimeter, but it happened and that seems to be the only explanation. This incident reemphasized the importance of the other guy as a backup, for at the time, the first officer was completely out of the loop. It also reiterated the need for continued diligence, as murphy is alive and well. Another possible contributing factor was fatigue. I had worked 11 of the past 13 days, and although I did not feel tired, my alertness and concentration were obviously lacking.

Original NASA ASRS Text

Title: ALT DEVIATION OVERSHOOT IN DESCENT.

Narrative: ENRTE FROM IND TO DET WE WERE PROCEEDING ON THE VWV 064 DEG R AT 10000' IN AN MLG. RECEIVED CLRNC TO 8000'. DURING THIS TIME THE F/O WAS ATTEMPTING TO UPDATE THE DET ATIS AND WAS ESSENTIALLY OUT OF THE LOOP. I SET 8000' IN THE ALT ALERT AND BEGAN DSCNT AT 1000 FPM. WHILE DSNDING, ENG ANTI-ICE WAS PLACED ON AND LEFT WING FUEL BOOST PUMPS WERE TURNED ON AND FUEL XFEED VALVE CLOSED TO COMPLETE FUEL BALANCING. A SMOOTH LEVEL OFF WAS MADE AT 7000'. ALT ALERT WAS NEVER HEARD, ALTHOUGH IT HAD BEEN FUNCTIONING ALL DAY AND CONTINUED TO SUBSEQUENTLY FUNCTION PROPERLY. ATC CONTINUED OUR CLRNC TO 5000' AS THERE WAS NO CONFLICT, AND WE PROFUSELY APOLOGIZED. IT IS HARD TO IMAGINE THAT THE SEEMINGLY MINOR COCKPIT TASKS WERE ENOUGH DISTR TO MISS THE ALT AND ACTUALLY MISREAD THE ALTIMETER, BUT IT HAPPENED AND THAT SEEMS TO BE THE ONLY EXPLANATION. THIS INCIDENT REEMPHASIZED THE IMPORTANCE OF THE OTHER GUY AS A BACKUP, FOR AT THE TIME, THE F/O WAS COMPLETELY OUT OF THE LOOP. IT ALSO REITERATED THE NEED FOR CONTINUED DILIGENCE, AS MURPHY IS ALIVE AND WELL. ANOTHER POSSIBLE CONTRIBUTING FACTOR WAS FATIGUE. I HAD WORKED 11 OF THE PAST 13 DAYS, AND ALTHOUGH I DID NOT FEEL TIRED, MY ALERTNESS AND CONCENTRATION WERE OBVIOUSLY LACKING.

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.