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HS125 flight crew climbed above SID departure altitude fix due to lack of flight crew coordination communication.
| Attributes | |
| ACN | 538973 |
| Time | |
| Date | 200202 |
| Day | Thu |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : teb.airport |
| State Reference | NJ |
| Altitude | msl bound lower : 1500 msl bound upper : 2000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : n90.tracon |
| Operator | general aviation : corporate |
| Make Model Name | BAe 125 Series 800 |
| Operating Under FAR Part | Part 91 |
| Navigation In Use | other other vortac |
| Flight Phase | climbout : intermediate altitude |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : corporate |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 37 flight time total : 4500 flight time type : 37 |
| ASRS Report | 538973 |
| Person 2 | |
| Affiliation | company : corporate |
| Function | flight crew : captain oversight : pic |
| Events | |
| Anomaly | altitude deviation : excursion from assigned altitude non adherence : published procedure |
| Independent Detector | other controllera |
| Resolutory Action | flight crew : returned to assigned altitude |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
On departure from teb via the teb 5 departure, the departure calls for a climb runway heading to 1500 ft then a turn to 280 degrees at 4.5 teb DME a climb to 2000 ft. The departure was briefed before the taxi and then again while waiting in line for takeoff. PF in the left seat, and PNF in the right seat. The PF instructed the PNF to bug heading and set the altitude alerter at each stage of the procedure and stay with the PF throughout the departure procedure and the critical stages of flight. Before takeoff, the heading bug was set to 240 degrees and the altitude alerter was set to 1500 ft. After takeoff, we climbed on runway heading to 1500 ft and at 1500 ft (which the altitude alerter was set for) the PF reset the heading bug to 280 degrees and turned the aircraft to that heading. After completing the turn, the climb was inadvertently continued to 1800 ft, ending in a descent (alerted by ATC) back to 1500 ft until 4.5 DME from teb VOR. Contributing factors include: 1) PF was low time in the aircraft make and model. 2) PNF was heads down, not monitoring flight path during a critical phase of flight, tuning radios etc. 3) PF bugged the turn, PNF was occupied. Bugging the turn should be done only by the PNF when the autoplt is not engaged. When autoplt is engaged the PF makes all heading changes. 4) autoplt was not engaged and should be engaged as soon as possible after takeoff when one or both pilots are low time in the aircraft make and model.
Original NASA ASRS Text
Title: HS125 FLC CLBED ABOVE SID DEP ALT FIX DUE TO LACK OF FLC COORD COM.
Narrative: ON DEP FROM TEB VIA THE TEB 5 DEP, THE DEP CALLS FOR A CLB RWY HDG TO 1500 FT THEN A TURN TO 280 DEGS AT 4.5 TEB DME A CLB TO 2000 FT. THE DEP WAS BRIEFED BEFORE THE TAXI AND THEN AGAIN WHILE WAITING IN LINE FOR TKOF. PF IN THE L SEAT, AND PNF IN THE R SEAT. THE PF INSTRUCTED THE PNF TO BUG HDG AND SET THE ALT ALERTER AT EACH STAGE OF THE PROC AND STAY WITH THE PF THROUGHOUT THE DEP PROC AND THE CRITICAL STAGES OF FLT. BEFORE TKOF, THE HDG BUG WAS SET TO 240 DEGS AND THE ALT ALERTER WAS SET TO 1500 FT. AFTER TKOF, WE CLBED ON RWY HDG TO 1500 FT AND AT 1500 FT (WHICH THE ALT ALERTER WAS SET FOR) THE PF RESET THE HDG BUG TO 280 DEGS AND TURNED THE ACFT TO THAT HDG. AFTER COMPLETING THE TURN, THE CLB WAS INADVERTENTLY CONTINUED TO 1800 FT, ENDING IN A DSCNT (ALERTED BY ATC) BACK TO 1500 FT UNTIL 4.5 DME FROM TEB VOR. CONTRIBUTING FACTORS INCLUDE: 1) PF WAS LOW TIME IN THE ACFT MAKE AND MODEL. 2) PNF WAS HEADS DOWN, NOT MONITORING FLT PATH DURING A CRITICAL PHASE OF FLT, TUNING RADIOS ETC. 3) PF BUGGED THE TURN, PNF WAS OCCUPIED. BUGGING THE TURN SHOULD BE DONE ONLY BY THE PNF WHEN THE AUTOPLT IS NOT ENGAGED. WHEN AUTOPLT IS ENGAGED THE PF MAKES ALL HDG CHANGES. 4) AUTOPLT WAS NOT ENGAGED AND SHOULD BE ENGAGED ASAP AFTER TKOF WHEN ONE OR BOTH PLTS ARE LOW TIME IN THE ACFT MAKE AND MODEL.
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.