|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : sjc.airport|
|Altitude||msl bound lower : 15000|
msl bound upper : 15800
|Operator||common carrier : air taxi|
|Make Model Name||Challenger CL604|
|Flight Phase||climbout : intermediate altitude|
|Affiliation||company : air taxi|
|Function||flight crew : first officer|
|Qualification||pilot : cfi|
pilot : atp
|Experience||flight time last 90 days : 150|
flight time total : 20000
flight time type : 100
|Anomaly||altitude deviation : overshoot|
non adherence : far
non adherence : published procedure
non adherence : company policies
non adherence : clearance
|Resolutory Action||controller : issued advisory|
flight crew : returned to assigned altitude
|Problem Areas||Flight Crew Human Performance|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
The PF was the youngest and the least experienced of 3 co-capts, who enjoyed hand flying the aircraft to altitude rather than to engage the autoplt, as the other 2 pilots do. During the SID the PF did not even have the flight director programmed correctly, as had been noted on previously flown departures. Accelerating rapidly, the PF was advised to 'check airspeed,' as he accelerated through 200 KIAS. Per normal SID progression, the pilot was cleared to 15000 ft MSL. Passing 14000 ft the PNF stated '14000 ft, 1000 ft to go.' an additional call was made at 15000 ft, and at 15200 ft to 'check altitude.' at about 15300 ft the PF began to make a gradual attitude change to stop the climb. At 15800 ft the climb was stopped and the aircraft was returned to 15000 ft. At about 15400 ft, center called with an admonishment to return to 15000 ft as cleared. A very gradual correction was made, most probably because the aircraft owner was on board. The best solution to this problem would have been the engagement of the correctly programmed autoplt. Proper use of the flight director would have assisted in hand flying the aircraft. Neither of these procedures was used. The lead pilot on the aircraft advocates the engagement of the autoplt at about 1000 ft AGL.
Original NASA ASRS Text
Title: A CHALLENGER 604 FO RPTED THAT THE PF DID NOT UTILIZE THE AUTOPLT AND BUSTED THE ASSIGNED ALT WHILE HAND FLYING NEAR SJC.
Narrative: THE PF WAS THE YOUNGEST AND THE LEAST EXPERIENCED OF 3 CO-CAPTS, WHO ENJOYED HAND FLYING THE ACFT TO ALT RATHER THAN TO ENGAGE THE AUTOPLT, AS THE OTHER 2 PILOTS DO. DURING THE SID THE PF DID NOT EVEN HAVE THE FLT DIRECTOR PROGRAMMED CORRECTLY, AS HAD BEEN NOTED ON PREVIOUSLY FLOWN DEPS. ACCELERATING RAPIDLY, THE PF WAS ADVISED TO 'CHK AIRSPD,' AS HE ACCELERATED THROUGH 200 KIAS. PER NORMAL SID PROGRESSION, THE PLT WAS CLRED TO 15000 FT MSL. PASSING 14000 FT THE PNF STATED '14000 FT, 1000 FT TO GO.' AN ADDITIONAL CALL WAS MADE AT 15000 FT, AND AT 15200 FT TO 'CHK ALT.' AT ABOUT 15300 FT THE PF BEGAN TO MAKE A GRADUAL ATTITUDE CHANGE TO STOP THE CLB. AT 15800 FT THE CLB WAS STOPPED AND THE ACFT WAS RETURNED TO 15000 FT. AT ABOUT 15400 FT, CTR CALLED WITH AN ADMONISHMENT TO RETURN TO 15000 FT AS CLRED. A VERY GRADUAL CORRECTION WAS MADE, MOST PROBABLY BECAUSE THE ACFT OWNER WAS ON BOARD. THE BEST SOLUTION TO THIS PROB WOULD HAVE BEEN THE ENGAGEMENT OF THE CORRECTLY PROGRAMMED AUTOPLT. PROPER USE OF THE FLT DIRECTOR WOULD HAVE ASSISTED IN HAND FLYING THE ACFT. NEITHER OF THESE PROCS WAS USED. THE LEAD PLT ON THE ACFT ADVOCATES THE ENGAGEMENT OF THE AUTOPLT AT ABOUT 1000 FT AGL.
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.