Altitude deviation. Overshoot in climb.

Attributes
ACN	148131
Time
Date	199006
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : spa
State Reference	SC
Altitude	msl bound lower : 31000 msl bound upper : 31700
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : ztl
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Navigation In Use	Other Other
Flight Phase	climbout : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 225 flight time total : 8500 flight time type : 4200
ASRS Report	148131
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Events
Anomaly	aircraft equipment problem : less severe altitude deviation : overshoot inflight encounter : weather non adherence : clearance
Independent Detector	other controllera
Resolutory Action	flight crew : returned to intended course or assigned course other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Aircraft cleared to FL31.0 altitude callouts were made at FL300 (1000' prior to level-off) with FL310 verified armed. Both pilots were concerned with thunderstorm avoidance, with an ensuing discussion about the best course. Controller picked up the deviation at about 31700' and the aircraft was hand-flown to FL310. The system for leveling and the warnings contained in that system apparently failed completely. There was no visibility or aural warning at 31300'. A few yrs ago I would have said this was purely a case of pilot error. That was prior to the 2-M crew concept and the increased reliance on automation inherent in that concept. With over 4000 hours in advanced cockpits, I have found that these supposedly 'fail safe' systems can occasionally set us up and then let us down in a big way. The answer, of course, lies in greater pilot vigilance. A nice idea, but in this new age of longer flying hours, shorter rest periods, and increased cockpit duties, the vigilance sometimes just isn't there.

Original NASA ASRS Text

Title: ALT DEVIATION. OVERSHOOT IN CLIMB.

Narrative: ACFT CLRED TO FL31.0 ALT CALLOUTS WERE MADE AT FL300 (1000' PRIOR TO LEVEL-OFF) WITH FL310 VERIFIED ARMED. BOTH PLTS WERE CONCERNED WITH TSTM AVOIDANCE, WITH AN ENSUING DISCUSSION ABOUT THE BEST COURSE. CTLR PICKED UP THE DEVIATION AT ABOUT 31700' AND THE ACFT WAS HAND-FLOWN TO FL310. THE SYS FOR LEVELING AND THE WARNINGS CONTAINED IN THAT SYS APPARENTLY FAILED COMPLETELY. THERE WAS NO VIS OR AURAL WARNING AT 31300'. A FEW YRS AGO I WOULD HAVE SAID THIS WAS PURELY A CASE OF PLT ERROR. THAT WAS PRIOR TO THE 2-M CREW CONCEPT AND THE INCREASED RELIANCE ON AUTOMATION INHERENT IN THAT CONCEPT. WITH OVER 4000 HRS IN ADVANCED COCKPITS, I HAVE FOUND THAT THESE SUPPOSEDLY 'FAIL SAFE' SYSTEMS CAN OCCASIONALLY SET US UP AND THEN LET US DOWN IN A BIG WAY. THE ANSWER, OF COURSE, LIES IN GREATER PLT VIGILANCE. A NICE IDEA, BUT IN THIS NEW AGE OF LONGER FLYING HRS, SHORTER REST PERIODS, AND INCREASED COCKPIT DUTIES, THE VIGILANCE SOMETIMES JUST ISN'T THERE.

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.