Captain of a cpr medium large transport overshot missed approach clearance altitude.

Attributes
ACN	323370
Time
Date	199512
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : teb
State Reference	NJ
Altitude	msl bound lower : 1500 msl bound upper : 2000
Environment
Flight Conditions	IMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : n90 tower : teb
Operator	general aviation : corporate
Make Model Name	Gulfstream IV
Operating Under FAR Part	Part 91
Navigation In Use	Other Other
Flight Phase	landing : missed approach
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 100 flight time total : 8000 flight time type : 2000
ASRS Report	323370
Person 2
Affiliation	Other
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	altitude deviation : overshoot non adherence : clearance
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were on approach to teb ILS runway 6. Several airplanes had landed before us. A lear jet landed just before us and reported braking action poor to nil. We cannot attempt a landing with reported nil braking. While the tower controller asked our intentions the PF initiated a map which has a 2000 ft altitude restr. By the time I (PNF) had relayed our intentions to go to ewr and the controller gave us a heading of 060 degrees and 1500 ft we were already at 2000 ft. The controller called us on our 2000 ft altitude and pointed out that we needed to maintain 1500 ft. He then switched us to departure and were cleared to 3000 ft and then shortly after 5000 ft. I can understand and support radar vectors during a rejected approach, however the lower than standard altitude was unexpected. It was nonstandard for the missed approach procedure since we only had 900 ft to climb to map altitude. In a g-iv that is only a matter of 15 seconds. We were flying the airplane which was our first responsibility. I don't know what the reason for the 1500 ft altitude was, but I think that flying the approach and the map is a critical phase of flight and standard altitude should be adhered to whenever possible or an explanation provided if possible.

Original NASA ASRS Text

Title: CAPT OF A CPR MLG OVERSHOT MISSED APCH CLRNC ALT.

Narrative: WE WERE ON APCH TO TEB ILS RWY 6. SEVERAL AIRPLANES HAD LANDED BEFORE US. A LEAR JET LANDED JUST BEFORE US AND RPTED BRAKING ACTION POOR TO NIL. WE CANNOT ATTEMPT A LNDG WITH RPTED NIL BRAKING. WHILE THE TWR CTLR ASKED OUR INTENTIONS THE PF INITIATED A MAP WHICH HAS A 2000 FT ALT RESTR. BY THE TIME I (PNF) HAD RELAYED OUR INTENTIONS TO GO TO EWR AND THE CTLR GAVE US A HDG OF 060 DEGS AND 1500 FT WE WERE ALREADY AT 2000 FT. THE CTLR CALLED US ON OUR 2000 FT ALT AND POINTED OUT THAT WE NEEDED TO MAINTAIN 1500 FT. HE THEN SWITCHED US TO DEP AND WERE CLRED TO 3000 FT AND THEN SHORTLY AFTER 5000 FT. I CAN UNDERSTAND AND SUPPORT RADAR VECTORS DURING A REJECTED APCH, HOWEVER THE LOWER THAN STANDARD ALT WAS UNEXPECTED. IT WAS NONSTANDARD FOR THE MISSED APCH PROC SINCE WE ONLY HAD 900 FT TO CLB TO MAP ALT. IN A G-IV THAT IS ONLY A MATTER OF 15 SECONDS. WE WERE FLYING THE AIRPLANE WHICH WAS OUR FIRST RESPONSIBILITY. I DON'T KNOW WHAT THE REASON FOR THE 1500 FT ALT WAS, BUT I THINK THAT FLYING THE APCH AND THE MAP IS A CRITICAL PHASE OF FLT AND STANDARD ALT SHOULD BE ADHERED TO WHENEVER POSSIBLE OR AN EXPLANATION PROVIDED IF POSSIBLE.

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.