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C550 pilots reported incorrectly setting their altitude during a descent to rno resulting in overshooting their assigned altitude.
| Attributes | |
| ACN | 1418186 |
| Time | |
| Date | 201701 |
| Local Time Of Day | 0001-0600 |
| Place | |
| Locale Reference | RNO.Airport |
| State Reference | CA |
| Environment | |
| Flight Conditions | Marginal |
| Light | Night |
| Aircraft 1 | |
| Make Model Name | Citation II S2/Bravo (C550) |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Initial Approach |
| Route In Use | Vectors |
| Flight Plan | IFR |
| Person 1 | |
| Function | First Officer Pilot Flying |
| Qualification | Flight Crew Multiengine Flight Crew Air Transport Pilot (ATP) Flight Crew Flight Engineer Flight Crew Flight Instructor Flight Crew Instrument |
| Experience | Flight Crew Last 90 Days 60 Flight Crew Total 23039 Flight Crew Type 254 |
| Person 2 | |
| Function | Captain Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine Flight Crew Instrument Flight Crew Flight Instructor |
| Experience | Flight Crew Last 90 Days 30 Flight Crew Total 5400 Flight Crew Type 120 |
| Events | |
| Anomaly | Deviation - Altitude Overshoot Deviation - Procedural Clearance |
Narrative:
I was the co-pilot and flying pilot with no passengers. This was the third mission in this airplane and unlike the usual aircraft I fly this one has a glass cockpit with the mode control panel in front of the captain. We had worked together very well as a crew with excellent CRM. We were descending to land at rno where the weather was about 1200 overcast with tops about 8000 ft and because of the temperature; icing was expected; level unknown. The autopilot was engaged. I had briefed the approach and we completed the appropriate checklists. We were getting step down descents and when we were cleared from 10000 to 9000 ft. I saw the captain select 9000 in the altitude preselect window but failed to notice the arm button was not pushed. I had just called for engine anti-ice to be turned on and we were discussing when to turn on the wing anti-ice. Then I noticed the airplane going through 8700 ft. I immediately disconnected the autopilot and started a climb back to 9000. Just as the airplane started climbing ATC announced 'stop your descent.' we received further vectors and descents and accomplished the approach; landing in rno.contributing factors were I had little time on this glass panel airplane; night flight; IFR weather ahead with possible icing and busy time of flight. We lost situational awareness and my inaction was not confirming autopilot status and reliance on automation.
Original NASA ASRS Text
Title: C550 pilots reported incorrectly setting their altitude during a descent to RNO resulting in overshooting their assigned altitude.
Narrative: I was the co-pilot and flying pilot with no passengers. This was the third mission in this airplane and unlike the usual aircraft I fly this one has a glass cockpit with the Mode Control Panel in front of the Captain. We had worked together very well as a crew with excellent CRM. We were descending to land at RNO where the weather was about 1200 overcast with tops about 8000 ft and because of the temperature; icing was expected; level unknown. The autopilot was engaged. I had briefed the approach and we completed the appropriate checklists. We were getting step down descents and when we were cleared from 10000 to 9000 ft. I saw the captain select 9000 in the altitude preselect window but failed to notice the arm button was not pushed. I had just called for engine anti-ice to be turned on and we were discussing when to turn on the wing anti-ice. Then I noticed the airplane going through 8700 ft. I immediately disconnected the autopilot and started a climb back to 9000. Just as the airplane started climbing ATC announced 'stop your descent.' We received further vectors and descents and accomplished the approach; landing in RNO.Contributing factors were I had little time on this glass panel airplane; night flight; IFR weather ahead with possible icing and busy time of flight. We lost situational awareness and my inaction was not confirming autopilot status and reliance on automation.
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.