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A CE750 first officer and a ZFW controller describe events surrounding a track deviation leading to a TCAS RA event. Both aircraft were at FL410.
| Attributes | |
| ACN | 979835 |
| Time | |
| Date | 201111 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZFW.ARTCC |
| State Reference | TX |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Citation X (C750) |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Cruise |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | Citation I (C500) |
| Flight Phase | Cruise |
| Flight Plan | IFR |
| Person 1 | |
| Function | First Officer Pilot Flying |
| Qualification | Flight Crew Flight Instructor Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 25 Flight Crew Total 9990 Flight Crew Type 200 |
| Person 2 | |
| Function | Enroute |
| Qualification | Air Traffic Control Fully Certified |
| Events | |
| Anomaly | Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Clearance Deviation - Track / Heading All Types |
Narrative:
[We were] en route to sgr at FL410 with the autopilot on over lubbock; tx going direct to abi. The captain got up to use the restroom. ATC called with a reroute which I wrote down and proceeded to put in the FMS. The new route was to fly direct to act then cll to the arrival. I typed act into the FMS and put it on top of abi; pushed direct which brings up a message that asks if you want to change legs yes/no; I selected yes and then went back down to the FMS to type in cll. When I looked up I noticed that we had turned quite a bit left which did not make sense so I starting looking on the mfd to see what the course looked like. About this time ATC said turn right to a heading of 140. I turned the heading knob to 140 and selected heading on the FGC. At about this same time I noticed a target on our TCAS that was red; an aural traffic call was heard; followed by climb; climb. I immediately clicked off the autopilot and initiated a climb to the right. About this time the captain returned; reported to ATC that we were responding to a RA; he then took the aircraft controls to expedite the recovery to 41;000 ft. We climbed up to just over 42;000 ft. ATC gave us a phone number to call in regards to a possible pilot deviation.discussing what happened and what could have been done differently: instead of going direct right away I could have selected heading mode then looked at the course before selecting direct to make sure it made sense. ATC could have given me a heading to intercept the new course. I am still not sure why the aircraft turned so far to the left; the new course was slightly left about 10-15 degrees. Lesson learned to not rush into changing course when there is a reroute and check; check; check. I am fairly new in this aircraft with this FMS and had just returned from 10 weeks off due to an injury. My inexperience was definitely a contributing factor.
Original NASA ASRS Text
Title: A CE750 First Officer and a ZFW Controller describe events surrounding a track deviation leading to a TCAS RA event. Both aircraft were at FL410.
Narrative: [We were] en route to SGR at FL410 with the autopilot on over Lubbock; TX going direct to ABI. The Captain got up to use the restroom. ATC called with a reroute which I wrote down and proceeded to put in the FMS. The new route was to fly direct to ACT then CLL to the arrival. I typed ACT into the FMS and put it on top of ABI; pushed direct which brings up a message that asks if you want to change legs yes/no; I selected yes and then went back down to the FMS to type in CLL. When I looked up I noticed that we had turned quite a bit left which did not make sense so I starting looking on the MFD to see what the course looked like. About this time ATC said turn right to a heading of 140. I turned the heading knob to 140 and selected heading on the FGC. At about this same time I noticed a target on our TCAS that was red; an aural traffic call was heard; followed by climb; climb. I immediately clicked off the autopilot and initiated a climb to the right. About this time the Captain returned; reported to ATC that we were responding to a RA; he then took the aircraft controls to expedite the recovery to 41;000 FT. We climbed up to just over 42;000 FT. ATC gave us a phone number to call in regards to a possible pilot deviation.Discussing what happened and what could have been done differently: instead of going direct right away I could have selected heading mode then looked at the course before selecting direct to make sure it made sense. ATC could have given me a heading to intercept the new course. I am still not sure why the aircraft turned so far to the left; the new course was slightly left about 10-15 degrees. Lesson learned to not rush into changing course when there is a reroute and check; check; check. I am fairly new in this aircraft with this FMS and had just returned from 10 weeks off due to an injury. My inexperience was definitely a contributing factor.
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.