 |
37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
Falcon 900 first officer describes the factors surrounding an altitude overshoot at wentz during the ruudy 2 departure from teb.
| Attributes | |
| ACN | 967986 |
| Time | |
| Date | 201109 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | TEB.Airport |
| State Reference | NJ |
| Environment | |
| Flight Conditions | VMC |
| Light | Night |
| Aircraft 1 | |
| Make Model Name | Falcon 900 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Initial Climb |
| Route In Use | SID RUUDY 2 |
| Flight Plan | IFR |
| Person 1 | |
| Function | Pilot Not Flying First Officer |
| Qualification | Flight Crew Instrument Flight Crew Flight Instructor Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 55 Flight Crew Total 9500 Flight Crew Type 600 |
| Person 2 | |
| Function | Captain Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Flight Instructor |
| Experience | Flight Crew Last 90 Days 80 Flight Crew Total 9800 Flight Crew Type 300 |
| Events | |
| Anomaly | Deviation - Altitude Crossing Restriction Not Met Deviation - Altitude Overshoot Deviation - Procedural Published Material / Policy Deviation - Procedural Clearance |
Narrative:
On initial departure from teb on the ruudy 2 SID; the pilot flying had in his mind that the initial altitude at wentz intersection was 'at or above' 1;500 ft MSL and the climb to and maintain hard altitude was 2;000 ft MSL. Prior to reaching wentz intersection; 1;500 ft was reached and passed by a few hundred feet climbing to 2;000 ft. It was realized upon check-in with new york departure control that 1;500 ft was the hard altitude until passing wentz intersection; then a climb to 2;000 ft is authorized. Traffic was then called out by ATC. The traffic was in sight with no conflict or TCAS TA; etc. An immediate altitude correction was made with a descent back down to 1;500 ft. Then; due to this increased workload; the next altitude assigned was in question and a late climb to 2;000 ft was initiated. After these events the remainder of the SID was completed successfully. Upon further evaluation after landing at the destination airport; it was determined that due to the complexity and unfamiliarity of the SID; most of the focus was placed on briefing the fixes; the various turns to headings and courses; and the misinterpretation of the previously described 'at or above' 1;500 ft vs. The hard climb to and maintain 1;500 ft. The pilot flying was mentally determined to meet 1;500 ft before wentz intersection on the way to 2;000 ft. The non-flying pilot was too busy with aircraft configuration changes; radio frequency changes; etc. To catch the error until after it occurred. In addition; this all occurred after a long duty day with multiple legs. To prevent this occurrence the ruudy two SID could be simplified; but more importantly; emphasis could be placed on the use of the vertical navigation (VNAV) function of the FMS as well as the lateral navigation (LNAV). A more complete briefing could also have been accomplished to include more detailed explanation of vertical limits; etc. So there was no ambiguity. ATC could also remind aircraft of initial 'climb to and maintain 1;500 ft until crossing wentz intersection' altitudes upon issue of the takeoff clearance. This would be a rather large clue-in to discrepancies.
Original NASA ASRS Text
Title: Falcon 900 First Officer describes the factors surrounding an altitude overshoot at WENTZ during the RUUDY 2 departure from TEB.
Narrative: On initial departure from TEB on the RUUDY 2 SID; the pilot flying had in his mind that the initial altitude at WENTZ intersection was 'at or above' 1;500 FT MSL and the climb to and maintain hard altitude was 2;000 FT MSL. Prior to reaching WENTZ intersection; 1;500 FT was reached and passed by a few hundred feet climbing to 2;000 FT. It was realized upon check-in with New York Departure Control that 1;500 FT was the hard altitude until passing WENTZ intersection; then a climb to 2;000 FT is authorized. Traffic was then called out by ATC. The traffic was in sight with no conflict or TCAS TA; etc. An immediate altitude correction was made with a descent back down to 1;500 FT. Then; due to this increased workload; the next altitude assigned was in question and a late climb to 2;000 FT was initiated. After these events the remainder of the SID was completed successfully. Upon further evaluation after landing at the destination airport; it was determined that due to the complexity and unfamiliarity of the SID; most of the focus was placed on briefing the fixes; the various turns to headings and courses; and the misinterpretation of the previously described 'at or above' 1;500 FT vs. the hard climb to and maintain 1;500 FT. The pilot flying was mentally determined to meet 1;500 FT before WENTZ intersection on the way to 2;000 FT. The non-flying pilot was too busy with aircraft configuration changes; radio frequency changes; etc. to catch the error until after it occurred. In addition; this all occurred after a long duty day with multiple legs. To prevent this occurrence the RUUDY TWO SID could be simplified; but more importantly; emphasis could be placed on the use of the vertical navigation (VNAV) function of the FMS as well as the lateral navigation (LNAV). A more complete briefing could also have been accomplished to include more detailed explanation of vertical limits; etc. so there was no ambiguity. ATC could also remind aircraft of initial 'climb to and maintain 1;500 FT until crossing WENTZ intersection' altitudes upon issue of the takeoff clearance. This would be a rather large clue-in to discrepancies.
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.