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Air taxi first officer reported that the captain failed to meet a crossing restriction due to lack of FMS usage.
| Attributes | |
| ACN | 1512148 |
| Time | |
| Date | 201801 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | SUA.Airport |
| State Reference | FL |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Light Transport |
| Operating Under FAR Part | Part 135 |
| Flight Phase | Descent |
| Route In Use | Direct |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | FMS/FMC |
| Person 1 | |
| Function | Pilot Not Flying First Officer |
| Qualification | Flight Crew Flight Instructor Flight Crew Instrument Flight Crew Multiengine Flight Crew Air Transport Pilot (ATP) Flight Crew Flight Engineer |
| Experience | Flight Crew Last 90 Days 125 Flight Crew Total 28000 Flight Crew Type 500 |
| Events | |
| Anomaly | Deviation - Altitude Crossing Restriction Not Met Deviation - Altitude Undershoot Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy Flight Deck / Cabin / Aircraft Event Other / Unknown |
Narrative:
In descent for sua. I was pm (pilot monitoring) I'm a first officer. I was off ATC radio to copy arrival ATIS and to call FBO to notify of arrival and request services. While I was off ATC; we received further descent with a crossing restriction. When I came back to ATC; captain briefed me on changes; specifically the descent clearance with the crossing restriction. Normally; we use the FMS and create a waypoint for the crossing whenever the clearance is; for example; 'cross 50 miles north of zzzzz at and maintain flight level 240.' this was one of those clearances. However; the captain didn't create the waypoint in order to allow the FMS to provide the required descent profile. Reason unknownwithin a minute of me getting back in the loop; analyzing what was happening; calculating in my head the required descent; ATC asked if we would make the crossing restriction. Captain answered ATC 'affirmative.' but; I looked at the situation and concluded there was no way we'd make it. We hit the crossing point about 2000 ft high. This is a frequent issue. One pilot flying and complying with ATC clearances; while the other pilot is 'out of the loop' copying ATIS and taking care of company tasks. I don't have a solution; because at the point where we're within radio range of doing this stuff; we're also at the point where we get busy flying the aircraft. I try to time it; so I take care of things during less-busy times. But; we never know what ATC will ask of us at what point.perhaps it would help if ATC would give us an 'expect ... ' Or; perhaps technology could help by allowing us to receive ATIS digitally (print out); and also communicate with FBO the same way. Another factor is our dependence on the FMS to fly the aircraft. Younger pilots; like this captain; have trouble mentally calculating required descent profiles. It's not taught; it's not needed with the GPS-driven FMS systems.
Original NASA ASRS Text
Title: Air Taxi First Officer reported that the Captain failed to meet a crossing restriction due to lack of FMS usage.
Narrative: In descent for SUA. I was PM (Pilot Monitoring) I'm a first officer. I was off ATC radio to copy arrival ATIS and to call FBO to notify of arrival and request services. While I was off ATC; we received further descent with a crossing restriction. When I came back to ATC; captain briefed me on changes; specifically the descent clearance with the crossing restriction. Normally; we use the FMS and create a waypoint for the crossing whenever the clearance is; for example; 'cross 50 miles north of ZZZZZ at and maintain flight level 240.' This was one of those clearances. However; the captain didn't create the waypoint in order to allow the FMS to provide the required descent profile. Reason unknownWithin a minute of me getting back in the loop; analyzing what was happening; calculating in my head the required descent; ATC asked if we would make the crossing restriction. Captain answered ATC 'Affirmative.' But; I looked at the situation and concluded there was no way we'd make it. We hit the crossing point about 2000 ft high. This is a frequent issue. One pilot flying and complying with ATC clearances; while the other pilot is 'out of the loop' copying ATIS and taking care of company tasks. I don't have a solution; because at the point where we're within radio range of doing this stuff; we're also at the point where we get busy flying the aircraft. I try to time it; so I take care of things during less-busy times. But; we never know what ATC will ask of us at what point.Perhaps it would help if ATC would give us an 'expect ... ' or; perhaps technology could help by allowing us to receive ATIS digitally (print out); and also communicate with FBO the same way. Another factor is our dependence on the FMS to fly the aircraft. Younger pilots; like this captain; have trouble mentally calculating required descent profiles. It's not taught; it's not needed with the GPS-driven FMS systems.
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.