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Small aircraft pilot descends below assigned altitude when making frequency changes. No comment from ATC as he returns to assigned.
| Attributes | |
| ACN | 376140 |
| Time | |
| Date | 199708 |
| Day | Sun |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | atc facility : sbj |
| State Reference | PA |
| Altitude | msl bound lower : 2700 msl bound upper : 3000 |
| Environment | |
| Flight Conditions | Marginal |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : phl |
| Operator | general aviation : personal |
| Make Model Name | Cheetah, Tiger, Traveler |
| Operating Under FAR Part | Part 91 |
| Flight Phase | cruise other |
| Route In Use | enroute : direct |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | Other |
| Function | flight crew : single pilot |
| Qualification | pilot : commercial pilot : instrument |
| Experience | flight time last 90 days : 65 flight time total : 800 flight time type : 450 |
| ASRS Report | 376140 |
| Person 2 | |
| Affiliation | Other |
| Function | observation : passenger |
| Qualification | pilot : private |
| Events | |
| Anomaly | altitude deviation : excursion from assigned altitude non adherence : clearance |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : returned to intended course or assigned course |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
Philadelphia approach cleared me direct dyl beacon when able. Since dyl beacon is very weak and hard to receive, I asked if I could intercept sbj R240. Philadelphia cleared me to intercept sbj R240. As I was resetting navigation #1 and navigation #2 my copilot told me our altitude had dropped to 2700 ft MSL. I immediately climbed back to 3000 ft MSL (my assigned altitude). Even though copilot was not instrument rated, I should have used better CRM. Since we were in marginal conditions I could have used him to help hold altitude. Also when we refueled after landing, the line person told us there were only 2 gals left in our left tank. While we had enough fuel in both tanks for IFR reserve, I should have used CRM for fuel management: you don't need an instrument rating to switch tanks. Also, CRM could have helped to overcome the fatigue of flying home from oshkosh.
Original NASA ASRS Text
Title: SMA PLT DSNDS BELOW ASSIGNED ALT WHEN MAKING FREQ CHANGES. NO COMMENT FROM ATC AS HE RETURNS TO ASSIGNED.
Narrative: PHILADELPHIA APCH CLRED ME DIRECT DYL BEACON WHEN ABLE. SINCE DYL BEACON IS VERY WEAK AND HARD TO RECEIVE, I ASKED IF I COULD INTERCEPT SBJ R240. PHILADELPHIA CLRED ME TO INTERCEPT SBJ R240. AS I WAS RESETTING NAV #1 AND NAV #2 MY COPLT TOLD ME OUR ALT HAD DROPPED TO 2700 FT MSL. I IMMEDIATELY CLBED BACK TO 3000 FT MSL (MY ASSIGNED ALT). EVEN THOUGH COPLT WAS NOT INST RATED, I SHOULD HAVE USED BETTER CRM. SINCE WE WERE IN MARGINAL CONDITIONS I COULD HAVE USED HIM TO HELP HOLD ALT. ALSO WHEN WE REFUELED AFTER LNDG, THE LINE PERSON TOLD US THERE WERE ONLY 2 GALS LEFT IN OUR L TANK. WHILE WE HAD ENOUGH FUEL IN BOTH TANKS FOR IFR RESERVE, I SHOULD HAVE USED CRM FOR FUEL MGMNT: YOU DON'T NEED AN INST RATING TO SWITCH TANKS. ALSO, CRM COULD HAVE HELPED TO OVERCOME THE FATIGUE OF FLYING HOME FROM OSHKOSH.
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.