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Airline crew loads incorrect crossing restr in flight management system. When queried by ATC it was too late to make the restr.
| Attributes | |
| ACN | 464250 |
| Time | |
| Date | 200002 |
| Day | Sat |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | navaid : jfk.ils |
| State Reference | NY |
| Altitude | msl bound lower : 12000 msl bound upper : 13000 |
| Environment | |
| Flight Conditions | IMC |
| Weather Elements | Ice |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | artcc : zny.artcc |
| Operator | common carrier : air carrier |
| Make Model Name | B767 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | other |
| Flight Phase | descent : intermediate altitude |
| Route In Use | arrival other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : multi engine pilot : instrument pilot : atp |
| Experience | flight time last 90 days : 200 flight time total : 14000 flight time type : 2500 |
| ASRS Report | 464250 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 211 flight time total : 11195 flight time type : 962 |
| ASRS Report | 463766 |
| Events | |
| Anomaly | altitude deviation : crossing restriction not met non adherence : company policies non adherence : clearance non adherence : published procedure other anomaly other anomaly other |
| Independent Detector | other controllerb |
| Resolutory Action | controller : issued advisory |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
First officer flying. We were given a crossing restr of 250 KTS/12000 ft 15 mi east of rober. The first officer verbalized adding 2 mi to make it 17 mi to assure the crossing. He entered the information into the FMS. It looked ok on the screen (HSI), but did not double-check the FMS point. Center called during our descent to confirm we had received the restr. The first officer then realized he had put in 2 not 17. Too late to make it. No conflict reported. More double-checking would have helped. Also, backing up with DME in manual VOR would have helped alleviate the problem. The best course however would probably be for center to give crossing restrs over a definite point on the FMS route rather than one we can wrongly invent.
Original NASA ASRS Text
Title: AIRLINE CREW LOADS INCORRECT XING RESTR IN FLT MGMNT SYS. WHEN QUERIED BY ATC IT WAS TOO LATE TO MAKE THE RESTR.
Narrative: FO FLYING. WE WERE GIVEN A XING RESTR OF 250 KTS/12000 FT 15 MI E OF ROBER. THE FO VERBALIZED ADDING 2 MI TO MAKE IT 17 MI TO ASSURE THE XING. HE ENTERED THE INFO INTO THE FMS. IT LOOKED OK ON THE SCREEN (HSI), BUT DID NOT DOUBLE-CHK THE FMS POINT. CTR CALLED DURING OUR DSCNT TO CONFIRM WE HAD RECEIVED THE RESTR. THE FO THEN REALIZED HE HAD PUT IN 2 NOT 17. TOO LATE TO MAKE IT. NO CONFLICT RPTED. MORE DOUBLE-CHKING WOULD HAVE HELPED. ALSO, BACKING UP WITH DME IN MANUAL VOR WOULD HAVE HELPED ALLEVIATE THE PROB. THE BEST COURSE HOWEVER WOULD PROBABLY BE FOR CTR TO GIVE XING RESTRS OVER A DEFINITE POINT ON THE FMS RTE RATHER THAN ONE WE CAN WRONGLY INVENT.
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.