First officer of a B767 misset FMS during an arrival STAR resulting in exceeding a speed crossing re...

Attributes
ACN	396950
Time
Date	199803
Day	Mon
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : sea
State Reference	WA
Environment
Flight Conditions	IMC
Light	Night
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	B767 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	descent other
Route In Use	arrival other arrival star : star enroute airway : zse
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : flight engineer pilot : cfi pilot : atp
Experience	flight time last 90 days : 100 flight time total : 12000 flight time type : 3000
ASRS Report	396950
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	aircraft equipment problem : less severe non adherence : published procedure non adherence : clearance other anomaly other anomaly other
Independent Detector	other controllera other flight crewa
Resolutory Action	aircraft : equipment problem dissipated flight crew : returned to intended course or assigned course
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Descending on the chins 2 arrival in sea, very familiar with this procedure. I consider myself adept at all levels of automation on B767 and move comfortably between the various levels. Had previously programmed the VNAV with 250 KT speed at auburn intersection but was using flight level change. When the aircraft reached selected altitude, it reverted to the high speed set in the MCP, as it is programmed to do. Both the captain and I were busy during the arrival. After passing auburn and turning to 340 degree heading, I realized I had failed to slow to 250 KTS. The turn was further widened by the fact I had neglected to deselect the 2.5 degree bank angle I use above FL180 (and normally reset on descent through FL180). I believe approach caught my errors when they asked 'were you given the chins arrival?' minor contributing factor was an intermittent autothrottle problem that had seemed to fix itself. Paying close attention to crossing restrs and where the automation is set to take you is the action necessary to prevent this type of occurrence.

Original NASA ASRS Text

Title: FO OF A B767 MISSET FMS DURING AN ARR STAR RESULTING IN EXCEEDING A SPD XING RESTR.

Narrative: DSNDING ON THE CHINS 2 ARR IN SEA, VERY FAMILIAR WITH THIS PROC. I CONSIDER MYSELF ADEPT AT ALL LEVELS OF AUTOMATION ON B767 AND MOVE COMFORTABLY BTWN THE VARIOUS LEVELS. HAD PREVIOUSLY PROGRAMMED THE VNAV WITH 250 KT SPD AT AUBURN INTXN BUT WAS USING FLT LEVEL CHANGE. WHEN THE ACFT REACHED SELECTED ALT, IT REVERTED TO THE HIGH SPD SET IN THE MCP, AS IT IS PROGRAMMED TO DO. BOTH THE CAPT AND I WERE BUSY DURING THE ARR. AFTER PASSING AUBURN AND TURNING TO 340 DEG HDG, I REALIZED I HAD FAILED TO SLOW TO 250 KTS. THE TURN WAS FURTHER WIDENED BY THE FACT I HAD NEGLECTED TO DESELECT THE 2.5 DEG BANK ANGLE I USE ABOVE FL180 (AND NORMALLY RESET ON DSCNT THROUGH FL180). I BELIEVE APCH CAUGHT MY ERRORS WHEN THEY ASKED 'WERE YOU GIVEN THE CHINS ARR?' MINOR CONTRIBUTING FACTOR WAS AN INTERMITTENT AUTOTHROTTLE PROB THAT HAD SEEMED TO FIX ITSELF. PAYING CLOSE ATTN TO XING RESTRS AND WHERE THE AUTOMATION IS SET TO TAKE YOU IS THE ACTION NECESSARY TO PREVENT THIS TYPE OF OCCURRENCE.

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.

First officer of a B767 misset FMS during an arrival STAR resulting in exceeding a speed crossing restr.