Narrative:

On approach ILS runway 06. Approach gave us the following instructions: 'heading 090 to intercept the ILS runway 06 localizer; cleared approach; maintain 2;000 ft until established; cross zzzzz fix at 1;500 ft.' read back clearance to approach; set 1;500 ft in the altitude alerter; and stated 'zzzzz at 1;500 ft' to the copilot. Previously we had briefed that zzzzz was a 'mandatory' altitude. Copilot intercepted the localizer at 2;000 ft and I then became immersed in the checklist. Approach handed us off to tower and during the switchover two things happened: first we got a 300 ft altitude alert followed by a TA. This was followed by tower warning us to stop climbing immediately and descend. I was stunned for a minute because I expected us to be descending when in fact; we had climbed almost 500 ft. I saw that we were at 2;500 ft before the copilot began to descend. After landing; tower advised of the deviation and gave us a phone number to call. TRACON advised me of the pilot deviation. After the call to TRACON; I attempted to debrief the copilot as to what exactly happened. Why did we climb? Why didn't we cross zzzzz at 1;500 ft; as we briefed? At first the copilot did not understand what happened and seemed mystified as to what altitude we were at when tower called. When I said we climbed to 2;500 ft; she stated she didn't think that was true and said she began a descent as soon as the tower alerted us and that 'we should just file an as soon as possible.' I was pretty upset and stated that we had messed up very badly and an as soon as possible won't keep us from being violated. The copilot became uncommunicative; and because I was steamed; I dropped the subject. With the autopilot engaged; it is impossible to climb unless some vertical mode is selected and since the copilot won't explain what thought process was happening; I cannot say for sure exactly what did happen. Because the copilot was not very communicative; I can only theorize that due to inexperience/over reliance on automation/ or simply assuming that the autopilot would intercept the glide slope and fly it down to zzzzz (which doesn't help you with the mandatory 1;500 ft crossing restriction). I think that we must have had a communication failure of epic proportions between the copilot and myself. I know that the copilot either did not understand the importance of the 1;500 ft restriction at zzzzz or felt that I communicated something else. What happened is just as much my fault as the flying pilot's fault. Contributing to the problem is an inexperienced copilot who didn't think to disengage the autopilot and hand fly the airplane if the automation isn't working as planned. Freezing up on the controls of a jet moving at 3 miles a minute is not good. It is easy to take things like the crossing restriction for granted when a pilot has been in and out of [this airport] many times. Maybe I did not emphasize it enough? The debrief with the copilot was very disappointing. Perhaps I intimidated or seemingly negated something that the copilot thought was important; I don't know. What I do know; however; is that communication in the cockpit is vital and without it there cannot truly be a safe environment for flight. The copilot went silent and I can't tell why and that is a bad situation. Day VMC probably lulled me into lowering my guard. I should have been more vigilant and thorough in the descent brief.

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Original NASA ASRS Text

Title: CL300 Captain reported receiving an Altitude Alert; TCAS TA; and a warning from Tower Controller to stop climbing after the First Officer (pilot flying) inadvertently started a climb after being established on an ILS approach. Captain cited checklist distraction and poor flight crew communication as contributing factors.

Narrative: On approach ILS Runway 06. Approach gave us the following instructions: 'heading 090 to intercept the ILS Runway 06 localizer; cleared approach; maintain 2;000 FT until established; cross ZZZZZ fix at 1;500 FT.' Read back clearance to Approach; set 1;500 FT in the altitude alerter; and stated 'ZZZZZ at 1;500 FT' to the copilot. Previously we had briefed that ZZZZZ was a 'MANDATORY' altitude. Copilot intercepted the localizer at 2;000 FT and I then became immersed in the checklist. Approach handed us off to Tower and during the switchover two things happened: first we got a 300 FT altitude alert followed by a TA. This was followed by Tower warning us to stop climbing immediately and descend. I was stunned for a minute because I expected us to be descending when in fact; we had climbed almost 500 FT. I saw that we were at 2;500 FT before the copilot began to descend. After landing; Tower advised of the deviation and gave us a phone number to call. TRACON advised me of the pilot deviation. After the call to TRACON; I attempted to debrief the copilot as to what exactly happened. Why did we climb? Why didn't we cross ZZZZZ at 1;500 FT; as we briefed? At first the copilot did not understand what happened and seemed mystified as to what altitude we were at when Tower called. When I said we climbed to 2;500 FT; she stated she didn't think that was true and said she began a descent as soon as the Tower alerted us and that 'we should just file an ASAP.' I was pretty upset and stated that we had messed up very badly and an ASAP won't keep us from being violated. The copilot became uncommunicative; and because I was steamed; I dropped the subject. With the autopilot engaged; it is impossible to climb unless some vertical mode is selected and since the copilot won't explain what thought process was happening; I cannot say for sure exactly what did happen. Because the copilot was not very communicative; I can only theorize that due to inexperience/over reliance on automation/ or simply assuming that the autopilot would intercept the glide slope and fly it down to ZZZZZ (which doesn't help you with the MANDATORY 1;500 FT crossing restriction). I think that we must have had a communication failure of epic proportions between the copilot and myself. I know that the copilot either did not understand the importance of the 1;500 FT restriction at ZZZZZ or felt that I communicated something else. What happened is just as much my fault as the flying pilot's fault. Contributing to the problem is an inexperienced copilot who didn't think to disengage the autopilot and hand fly the airplane if the automation isn't working as planned. Freezing up on the controls of a jet moving at 3 miles a minute is not good. It is easy to take things like the crossing restriction for granted when a pilot has been in and out of [this airport] many times. Maybe I did not emphasize it enough? The debrief with the copilot was very disappointing. Perhaps I intimidated or seemingly negated something that the copilot thought was important; I don't know. What I do know; however; is that communication in the cockpit is vital and without it there cannot truly be a safe environment for flight. The copilot went silent and I can't tell why and that is a bad situation. Day VMC probably lulled me into lowering my guard. I should have been more vigilant and thorough in the descent brief.

Data retrieved from NASA's ASRS site as of July 2013 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.