|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||atc facility : emi|
|Altitude||msl bound lower : 20000|
msl bound upper : 20000
|Controlling Facilities||artcc : zdc|
|Operator||common carrier : air carrier|
|Make Model Name||Light Transport, Low Wing, 2 Turboprop Eng|
|Flight Phase||cruise other|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Qualification||pilot : cfi|
pilot : commercial
pilot : instrument
|Experience||flight time last 90 days : 120|
flight time total : 2700
flight time type : 1100
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Anomaly||non adherence other|
other spatial deviation
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : returned to intended course or assigned course|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
On flight from abe to rdu, clearance was received in form of dispatch release. After arriving at EMI, clearance was to proceed outbound from the EMI VOR on the 204 degree radial to a 30 DME fix then proceed direct to gve (gordonsville). On the release, the clearance was written 'EMI 020430 gve.' radial and DME was discussed between captain and first officer prior to departure. To verify DME, I looked at release while flying, without autoplt in light chop. A quick glance indicated improper 40 DME (0204030). Neither the captain nor myself noticed the error. ZDC nor anyone else mentioned the error. Primary factors I believe were my error in not reading clearance properly or verifying with captain. Captain also at this time did not monitor navigation. Secondary factors were long flts without autoplt in turbulence. Also due to current labor relations (contract negotiations) our pilot force is understaffed. Captain works continuously with minimum rest. Captain appeared to be somewhat tired and worn. Possible solutions would be to separate radials and fixes on release (0204/030) require autoplts on long flts to help unload pilot workload. Look at regional industry where currently moral is very low, hours are long with minimum rest and pay and worth is negligible. We continue to be very professional and treated very poorly.
Original NASA ASRS Text
Title: LTT OVERSHOT ITS TURN POINT BEFORE PROCEEDING DIRECT GVE.
Narrative: ON FLT FROM ABE TO RDU, CLRNC WAS RECEIVED IN FORM OF DISPATCH RELEASE. AFTER ARRIVING AT EMI, CLRNC WAS TO PROCEED OUTBOUND FROM THE EMI VOR ON THE 204 DEG RADIAL TO A 30 DME FIX THEN PROCEED DIRECT TO GVE (GORDONSVILLE). ON THE RELEASE, THE CLRNC WAS WRITTEN 'EMI 020430 GVE.' RADIAL AND DME WAS DISCUSSED BTWN CAPT AND FO PRIOR TO DEP. TO VERIFY DME, I LOOKED AT RELEASE WHILE FLYING, WITHOUT AUTOPLT IN LIGHT CHOP. A QUICK GLANCE INDICATED IMPROPER 40 DME (0204030). NEITHER THE CAPT NOR MYSELF NOTICED THE ERROR. ZDC NOR ANYONE ELSE MENTIONED THE ERROR. PRIMARY FACTORS I BELIEVE WERE MY ERROR IN NOT READING CLRNC PROPERLY OR VERIFYING WITH CAPT. CAPT ALSO AT THIS TIME DID NOT MONITOR NAV. SECONDARY FACTORS WERE LONG FLTS WITHOUT AUTOPLT IN TURB. ALSO DUE TO CURRENT LABOR RELATIONS (CONTRACT NEGOTIATIONS) OUR PLT FORCE IS UNDERSTAFFED. CAPT WORKS CONTINUOUSLY WITH MINIMUM REST. CAPT APPEARED TO BE SOMEWHAT TIRED AND WORN. POSSIBLE SOLUTIONS WOULD BE TO SEPARATE RADIALS AND FIXES ON RELEASE (0204/030) REQUIRE AUTOPLTS ON LONG FLTS TO HELP UNLOAD PLT WORKLOAD. LOOK AT REGIONAL INDUSTRY WHERE CURRENTLY MORAL IS VERY LOW, HRS ARE LONG WITH MINIMUM REST AND PAY AND WORTH IS NEGLIGIBLE. WE CONTINUE TO BE VERY PROFESSIONAL AND TREATED VERY POORLY.
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.