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A PA-34 pilot reported his aircraft's sixteen year old autopilot is interfaced with a new technology FMS. As center handed him off to approach; he was reprogramming for a practice GPS approach but his autopilot failed to capture an altitude resulting an overshoot and very high workload. Single pilot operations with mixed new and old technology creates special demands.
| Attributes | |
| ACN | 1259341 |
| Time | |
| Date | 201505 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZZZ.ARTCC |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | PA-34-200 Seneca I |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Initial Approach |
| Route In Use | Other Published GPS MAP |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Autopilot |
| Person 1 | |
| Function | Pilot Flying |
| Qualification | Flight Crew Private Flight Crew Instrument Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 5 Flight Crew Total 350 Flight Crew Type 35 |
| Events | |
| Anomaly | Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy |
Narrative:
Altitude deviation of approximately 350-400 feet during autopilot-flown published map GPS runway 05. Deviation took place 'between' ATC handoff from center to approach - neither controller raised/mentioned any concern about the altitude and no vertical separation was reported as lost. Reprogramming FMS (deleting current map; adding new destination) also was required during this hand-off. Altitude of 4;000 set and armed in kfc-150 ap (ap altitude functions had been somewhat erratic on earlier approach). Altitude capture function did not hold 4;000 MSL - continued climb noted and I immediately disengaged ap and hand-flew the aircraft to assigned altitude. Caveats and recommendations: 1) the installed ap is 16+ years old and is interfacing with new technology navigators and 3-screen pfd/mfds. The FMS/interfacing displays have developed faster than many 'older' autopilots common in GA today. This might be considered as part of testing/development (and perhaps a FAA wings computer training session related to these interfaces!) - how new panel technology will interface with older aps. That info is certainly not in the older ap manuals! 2) the ATC hand-off from center to approach took place during the busy map procedure (prior to reaching published map holding waypoint). Granted; this is no big deal for a crewed airplane as the pilot not flying (PNF) normally handles the communication/navigation/FMS; etc....hand-offs at this time for single-pilot GA are very difficult. Waiting an extra minute or two for the pilot to enter the hold/level off/reduce workload and then discuss next approach or other options may help prevent task saturation in single-pilot IFR operations. Perhaps this is information that might be helpful to controllers when dealing with smaller GA aircraft (single pilot) on a map procedure. Thank you for allowing me to share my thoughts and kudos to this excellent reporting program.
Original NASA ASRS Text
Title: A PA-34 pilot reported his aircraft's sixteen year old autopilot is interfaced with a new technology FMS. As center handed him off to approach; he was reprogramming for a practice GPS approach but his autopilot failed to capture an altitude resulting an overshoot and very high workload. Single pilot operations with mixed new and old technology creates special demands.
Narrative: Altitude deviation of approximately 350-400 feet during autopilot-flown published MAP GPS Runway 05. Deviation took place 'between' ATC handoff from center to approach - neither controller raised/mentioned any concern about the altitude and no vertical separation was reported as lost. Reprogramming FMS (deleting current MAP; adding new destination) also was required during this hand-off. Altitude of 4;000 set and armed in KFC-150 AP (AP altitude functions had been somewhat erratic on earlier approach). Altitude capture function did not hold 4;000 MSL - continued climb noted and I immediately disengaged AP and hand-flew the aircraft to assigned altitude. CAVEATS and recommendations: 1) The installed AP is 16+ years old and is interfacing with new technology navigators and 3-screen PFD/MFDs. The FMS/interfacing displays have developed faster than many 'older' autopilots common in GA today. This might be considered as part of testing/development (and perhaps a FAA WINGS computer training session related to these interfaces!) - how new panel technology will interface with older APs. That info is certainly not in the older AP manuals! 2) The ATC hand-off from center to approach took place during the busy MAP procedure (prior to reaching published MAP holding waypoint). Granted; this is no big deal for a crewed airplane as the Pilot Not Flying (PNF) normally handles the COM/NAV/FMS; etc....hand-offs at this time for single-pilot GA are very difficult. Waiting an extra minute or two for the pilot to enter the hold/level off/reduce workload and then discuss next approach or other options may help prevent task saturation in single-pilot IFR operations. Perhaps this is information that might be helpful to controllers when dealing with smaller GA aircraft (single pilot) on a MAP procedure. Thank you for allowing me to share my thoughts and kudos to this excellent reporting program.
Data retrieved from NASA's ASRS site 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.