Flight exceeded 250 KTS IAS below 10000'.

Attributes
ACN	138114
Time
Date	199002
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : aln
State Reference	IL
Altitude	msl bound lower : 8600 msl bound upper : 12000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : stl tower : mke
Operator	general aviation : corporate
Make Model Name	Light Transport, Low Wing, 2 Turbojet Eng
Flight Phase	descent other
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : captain oversight : pic
Qualification	pilot : instrument pilot : commercial pilot : atp
Experience	flight time last 90 days : 83 flight time total : 6276 flight time type : 2756
ASRS Report	138114
Person 2
Affiliation	Other
Function	flight crew : first officer
Qualification	pilot : cfi pilot : atp
Experience	flight time last 90 days : 60 flight time total : 4350 flight time type : 1940
ASRS Report	138118
Events
Anomaly	non adherence : far other anomaly
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted none taken : detected after the fact
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were asked by maintenance to fly a cvr function test to certify proper operation of a newly installed cvr. According to FAA dictates a series of voice xmissions were required to be made under a variety of specified conditions. One specified condition called for several voice xmissions during a simulated emergency descent at high airspeed/high noise level. Our first descent was initiated at approximately 20000' MSL and we were cleared to 11000' MSL. I established the desired conditions and we each got one canned verbal sequence taped when the controller requested that we level off at 12000' instead of 11000'. Since we were given the impression that the FAA wanted multiple xmissions from each crew member under these conditions, we requested and were granted another rapid descent. This time the descent was initiated at 12000' and we were cleared to 4000'. By the time desired conditions were established and my voice transmission was complete we were passing 10200' at 275 KTS. By the time the copilot finished this voice transmission we were passing 8600' at 270 KTS. I then slowed to 250 KTS as quickly as feasible without putting abnormal stress on the aircraft and descended to our assigned altitude of 4000'. We were at no time in close proximity to other aircraft nor were we endangering ourselves. However, I did exceed the 250 KT speed restriction below 10000' MSL and the copilot dutifully recorded my transgression on the cvr tape during his second voice transmission. The next mental image which came to mind was that of a smiling FAA inspector filling out my violation notice after hearing the incriminating evidence on tape. I should have climbed to a higher altitude prior to beginning the rapid descent portion of the test flight, but I was trying to minimize how much wasted time and expense was involved in complying with the FAA's request. We make it a disciplined practice to fly according to the regulations, but when the FAA requests that crews put aircraft in unusual attitudes and simultaneously expect them to make unusual xmissions they can anticipate some occasional unusual results.

Original NASA ASRS Text

Title: FLT EXCEEDED 250 KTS IAS BELOW 10000'.

Narrative: WE WERE ASKED BY MAINT TO FLY A CVR FUNCTION TEST TO CERTIFY PROPER OPERATION OF A NEWLY INSTALLED CVR. ACCORDING TO FAA DICTATES A SERIES OF VOICE XMISSIONS WERE REQUIRED TO BE MADE UNDER A VARIETY OF SPECIFIED CONDITIONS. ONE SPECIFIED CONDITION CALLED FOR SEVERAL VOICE XMISSIONS DURING A SIMULATED EMER DSCNT AT HIGH AIRSPEED/HIGH NOISE LEVEL. OUR FIRST DSCNT WAS INITIATED AT APPROX 20000' MSL AND WE WERE CLRED TO 11000' MSL. I ESTABLISHED THE DESIRED CONDITIONS AND WE EACH GOT ONE CANNED VERBAL SEQUENCE TAPED WHEN THE CTLR REQUESTED THAT WE LEVEL OFF AT 12000' INSTEAD OF 11000'. SINCE WE WERE GIVEN THE IMPRESSION THAT THE FAA WANTED MULTIPLE XMISSIONS FROM EACH CREW MEMBER UNDER THESE CONDITIONS, WE REQUESTED AND WERE GRANTED ANOTHER RAPID DSCNT. THIS TIME THE DSCNT WAS INITIATED AT 12000' AND WE WERE CLRED TO 4000'. BY THE TIME DESIRED CONDITIONS WERE ESTABLISHED AND MY VOICE XMISSION WAS COMPLETE WE WERE PASSING 10200' AT 275 KTS. BY THE TIME THE COPLT FINISHED THIS VOICE XMISSION WE WERE PASSING 8600' AT 270 KTS. I THEN SLOWED TO 250 KTS AS QUICKLY AS FEASIBLE WITHOUT PUTTING ABNORMAL STRESS ON THE ACFT AND DESCENDED TO OUR ASSIGNED ALT OF 4000'. WE WERE AT NO TIME IN CLOSE PROX TO OTHER ACFT NOR WERE WE ENDANGERING OURSELVES. HOWEVER, I DID EXCEED THE 250 KT SPEED RESTRICTION BELOW 10000' MSL AND THE COPLT DUTIFULLY RECORDED MY TRANSGRESSION ON THE CVR TAPE DURING HIS SECOND VOICE XMISSION. THE NEXT MENTAL IMAGE WHICH CAME TO MIND WAS THAT OF A SMILING FAA INSPECTOR FILLING OUT MY VIOLATION NOTICE AFTER HEARING THE INCRIMINATING EVIDENCE ON TAPE. I SHOULD HAVE CLIMBED TO A HIGHER ALT PRIOR TO BEGINNING THE RAPID DSCNT PORTION OF THE TEST FLT, BUT I WAS TRYING TO MINIMIZE HOW MUCH WASTED TIME AND EXPENSE WAS INVOLVED IN COMPLYING WITH THE FAA'S REQUEST. WE MAKE IT A DISCIPLINED PRACTICE TO FLY ACCORDING TO THE REGS, BUT WHEN THE FAA REQUESTS THAT CREWS PUT ACFT IN UNUSUAL ATTITUDES AND SIMULTANEOUSLY EXPECT THEM TO MAKE UNUSUAL XMISSIONS THEY CAN ANTICIPATE SOME OCCASIONAL UNUSUAL RESULTS.

Data retrieved from NASA's ASRS site as of July 2007 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.