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Air carrier captain reported the FMC had difficulty complying with a SID out of den.
| Attributes | |
| ACN | 1506055 |
| Time | |
| Date | 201712 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | D01.TRACON |
| State Reference | CO |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Climb |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | FMS/FMC |
| Person 1 | |
| Function | Captain Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Experience | Flight Crew Total 1114 Flight Crew Type 1114 |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe Deviation - Altitude Overshoot Deviation - Altitude Crossing Restriction Not Met Deviation - Procedural Other / Unknown |
Narrative:
After a runway change from den runway 25 to den runway 17R due to radar issues with denver center and need for 10 nm in-trail spacing; our flight departed runway 17R in VMC conditions on the baylr 3 RNAV departure with clearance to T.O. RNAV to goroc. After T.O.; while hand flying in the right turn on the departure; we passed yorvt (8000A) at approximately 9500 ft MSL; then slightly overshot 10000 @ hurdl (10000B) at 2 miles prior to hurdl. We immediately corrected to 10000 with no separation loss or ATC query or intervention. Taking full responsibility; there was one very interesting point after the fact. The FMC did not recognize the 10000B until after the 8000A. It was only after the 8000A that the FMA changed to VNAV path and commanded the FD's to a -5 degree pitch; then immediately to a present pitch attitude. It appeared that the FMC only recognizes one wpt restriction at a time and not the entire SID/STAR profile. Incidentally; this departure is one of the few that I know of that has an at or above followed by an at or below so close together. Den tower and department control were having problems with the hand offs due to irregularities; but we should've been more attentive to CRM/tem/vvm (crew resource management; threat error management; verbalize; verify; monitor) during the departure to avoid possible altitude deviations.
Original NASA ASRS Text
Title: Air carrier Captain reported the FMC had difficulty complying with a SID out of DEN.
Narrative: After a runway change from DEN RWY 25 to DEN RWY 17R due to Radar issues with Denver Center and need for 10 nm In-trail spacing; our flight departed RWY 17R in VMC conditions on the BAYLR 3 RNAV Departure with Clearance to T.O. RNAV to GOROC. After T.O.; while Hand Flying in the right turn on the departure; we passed YORVT (8000A) at approximately 9500 ft MSL; then slightly overshot 10000 @ HURDL (10000B) at 2 miles prior to HURDL. We immediately corrected to 10000 with No separation loss or ATC query or intervention. Taking Full Responsibility; there was one very interesting point after the fact. The FMC did not recognize the 10000B until after the 8000A. It was only after the 8000A that the FMA changed to VNAV Path and commanded the FD's to a -5 degree pitch; then immediately to a present pitch attitude. It appeared that the FMC only recognizes one WPT restriction at a time and not the entire SID/STAR Profile. Incidentally; this departure is one of the few that I know of that has an AT or ABOVE followed by an AT or BELOW so close together. DEN Tower and DEPT control were having problems with the hand offs due to irregularities; but we should've been more attentive to CRM/TEM/VVM (Crew Resource Management; Threat Error Management; Verbalize; Verify; Monitor) during the departure to avoid possible altitude deviations.
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.