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A BE400 FMS did not properly compute a crossing restriction. Situation went unnoticed until alerted by ATC who provided vectors off course and an amended clearance.
| Attributes | |
| ACN | 953080 |
| Time | |
| Date | 201106 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | FCM.Airport |
| State Reference | MN |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Beechjet 400 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Descent |
| Route In Use | STAR TWOLF ONE |
| Flight Plan | IFR |
| Person 1 | |
| Function | Pilot Flying First Officer |
| Qualification | Flight Crew Flight Instructor Flight Crew Instrument Flight Crew Multiengine Flight Crew Air Transport Pilot (ATP) |
| Experience | Flight Crew Last 90 Days 175 Flight Crew Total 9100 Flight Crew Type 2200 |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe Deviation - Altitude Crossing Restriction Not Met Deviation - Procedural Clearance |
Narrative:
While descending on the TWOLF1 STAR into fcm we were issued a clearance to cross trget intersection at 8;000 MSL. I entered this crossing restriction into our FMS; monitored the FMS VNAV guidance; and began the descent at the FMS recommended vertical speed. The VNAV recommendation was initially 1;500 ft/minute which we were flying. Once descending through FL180 and approximately twenty miles from trget; I recognized that this descent profile would put us approximately ten to fifteen miles past trget when reaching 8;000 ft. I immediately began a maximum rate (non-emergency) descent and re-entered the same crossing restriction into the FMS. The new recommended rate was significantly different (5;700 ft/minute) than the original recommendation. This new rate would place us two miles past trget at 8;000 ft. ATC recognized and asked us about this trend. After confirming; the controller turned us off of the arrival by sixty degrees. We crossed abeam (four miles offset) trget at 8;300 ft MSL. The flight continued to the destination without incident; no traffic conflicts resulted and no further explanation was requested by ATC. After speaking with the other pilot in the cockpit; he mentioned a similar VNAV discrepancy with the FMS two weeks prior to our event; but did not report his discrepancy. After completing our flight; we wrote up the FMS VNAV discrepancy in the MEL; however maintenance could not duplicate the discrepancy and returned the aircraft to service.
Original NASA ASRS Text
Title: A BE400 FMS did not properly compute a crossing restriction. Situation went unnoticed until alerted by ATC who provided vectors off course and an amended clearance.
Narrative: While descending on the TWOLF1 STAR into FCM we were issued a clearance to cross TRGET Intersection at 8;000 MSL. I entered this crossing restriction into our FMS; monitored the FMS VNAV guidance; and began the descent at the FMS recommended vertical speed. The VNAV recommendation was initially 1;500 FT/minute which we were flying. Once descending through FL180 and approximately twenty miles from TRGET; I recognized that this descent profile would put us approximately ten to fifteen miles past TRGET when reaching 8;000 FT. I immediately began a maximum rate (non-emergency) descent and re-entered the same crossing restriction into the FMS. The new recommended rate was significantly different (5;700 FT/minute) than the original recommendation. This new rate would place us two miles past TRGET at 8;000 FT. ATC recognized and asked us about this trend. After confirming; the Controller turned us off of the arrival by sixty degrees. We crossed abeam (four miles offset) TRGET at 8;300 FT MSL. The flight continued to the destination without incident; no traffic conflicts resulted and no further explanation was requested by ATC. After speaking with the other pilot in the cockpit; he mentioned a similar VNAV discrepancy with the FMS two weeks prior to our event; but did not report his discrepancy. After completing our flight; we wrote up the FMS VNAV discrepancy in the MEL; however Maintenance could not duplicate the discrepancy and returned the aircraft to service.
Data retrieved from NASA's ASRS site as of April 2012 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.