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Ce-525 single pilot reported high workload and unfamiliar procedures led to track and altitude deviations during the gibbz 2 approach to iad.
| Attributes | |
| ACN | 1410203 |
| Time | |
| Date | 201612 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | IAD.Airport |
| State Reference | DC |
| Environment | |
| Flight Conditions | Mixed |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Citationjet (C525/C526) - CJ I / II / III / IV |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Initial Approach |
| Route In Use | STAR GIBBZ2 |
| Flight Plan | IFR |
| Person 1 | |
| Function | Single Pilot |
| Qualification | Flight Crew Commercial Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 250 Flight Crew Total 3000 Flight Crew Type 700 |
| Events | |
| Anomaly | Deviation - Altitude Crossing Restriction Not Met Deviation - Procedural Clearance Deviation - Track / Heading All Types Inflight Event / Encounter Weather / Turbulence |
Narrative:
On a flight to a small; non-towered airport; ATC informed me that the destination airport was closed and asked for my intentions. I informed them that I intended to land at iad and I was given a heading; and shortly cleared direct igggy and the GIBBZ2 arrival; descend via the arrival. When I pulled up the arrival chart; there was no igggy transition; so I manually entered igggy into the FMS and inadvertently and unintentionally failed to set the autopilot to LNAV instead of heading. I caught this error and redirected toward igggy. At this point; I was very close to igggy and was unable to make the crossing restriction for igggy. At the same time; I was inputting the actual arrival into the FMS. This required that I use a GIBBZ2 transition that began before igggy. I attempted to bring the igggy from the arrival up to substitute it for my manually entered igggy; but was unsuccessful and the aircraft turned back toward a previously designated waypoint; ekn. After a short discussion with ATC regarding my errant course; I was cleared direct mosle; descend via; which I input and performed successfully. However; as I approached gibbz; I became concerned that I had made additional errors in inputting the arrival and asked for vectors which were provided. As I was vectored for the approach to 19C at iad; I was given a 230 heading to join the final approach course. As I came closer to the approach course; I turned too soon and was redirected to the 230 heading. I successfully intercepted the course; was cleared for the approach and landing; and landed successfully.overall; the change from a small non-towered airport and procedures that were familiar to me to a RNAV arrival with altitude restrictions to a large busy airport created a task saturation. My initial errors compounded into additional errors and a loss of confidence in the instruments. A better course of action would have been to ask for a vector away from traffic while I studied the arrival and approach procedures and set it up in the FMS prior to accepting a clearance for the arrival. The controllers I dealt with; while appearing annoyed at times (rightly so) were professional and accommodating through the difficulties encountered.
Original NASA ASRS Text
Title: CE-525 single pilot reported high workload and unfamiliar procedures led to track and altitude deviations during the GIBBZ 2 Approach to IAD.
Narrative: On a flight to a small; non-towered airport; ATC informed me that the destination airport was closed and asked for my intentions. I informed them that I intended to land at IAD and I was given a heading; and shortly cleared direct IGGGY and the GIBBZ2 Arrival; descend via the arrival. When I pulled up the arrival chart; there was no IGGGY transition; so I manually entered IGGGY into the FMS and inadvertently and unintentionally failed to set the autopilot to LNAV instead of heading. I caught this error and redirected toward IGGGY. At this point; I was very close to IGGGY and was unable to make the crossing restriction for IGGGY. At the same time; I was inputting the actual arrival into the FMS. This required that I use a GIBBZ2 transition that began before IGGGY. I attempted to bring the IGGGY from the arrival up to substitute it for my manually entered IGGGY; but was unsuccessful and the aircraft turned back toward a previously designated waypoint; EKN. After a short discussion with ATC regarding my errant course; I was cleared direct MOSLE; descend via; which I input and performed successfully. However; as I approached GIBBZ; I became concerned that I had made additional errors in inputting the arrival and asked for vectors which were provided. As I was vectored for the approach to 19C at IAD; I was given a 230 heading to join the final approach course. As I came closer to the approach course; I turned too soon and was redirected to the 230 heading. I successfully intercepted the course; was cleared for the approach and landing; and landed successfully.Overall; the change from a small non-towered airport and procedures that were familiar to me to a RNAV arrival with altitude restrictions to a large busy airport created a task saturation. My initial errors compounded into additional errors and a loss of confidence in the instruments. A better course of action would have been to ask for a vector away from traffic while I studied the arrival and approach procedures and set it up in the FMS prior to accepting a clearance for the arrival. The controllers I dealt with; while appearing annoyed at times (rightly so) were professional and accommodating through the difficulties encountered.
Data retrieved from NASA's ASRS site 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.