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Captain reported that task saturation during a go around resulted in an altitude deviation.
| Attributes | |
| ACN | 1750472 |
| Time | |
| Date | 202007 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | ZZZ.Tower |
| State Reference | US |
| Aircraft 1 | |
| Make Model Name | EMB ERJ 170/175 ER/LR |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Landing Final Approach |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Pneumatic System |
| Person 1 | |
| Function | Pilot Flying Captain |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Instrument Flight Crew Multiengine |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical Deviation - Altitude Overshoot Deviation - Procedural Published Material / Policy Inflight Event / Encounter Weather / Turbulence |
Narrative:
Encountered windshear at 400 ft. AGL on final at ZZZ. Performed escape maneuver and began cleaning up aircraft at 1;500 ft. AGL. I was hand flying in IMC and continuous moderate turbulence while climbing at max thrust/toga power. At some point during the climbout we received EICAS message engine 2 bleed overpressure. We were cleared to climb to 3;000 ft.; and inadvertently climbed to 3;200 ft. I noticed the error as we were passing through 3;100 ft. And began correcting immediately. ATC did not advise us of any deviation.the were many factors that lead to this deviation: severe weather; moderate turbulence; uncommon procedures; extremely light aircraft combined with maximum thrust and updrafts; the unexpected EICAS message at a critical phase of flight; trying to turn in climb-out to avoid weather; and task saturation.due to the known risk of windshear on this approach; we briefly reviewed the windshear escape maneuver before the approach. While we went over the initial steps; we did not specifically discuss the recovery and reconfiguration. In the future; I will make sure to review the entire procedure when there is a high risk of windshear. Additionally; I should have asked for automation sooner in the recovery. Choosing to hand-fly the level-off in these conditions was not the best choice and getting the autopilot on sooner would have prevented the deviation.
Original NASA ASRS Text
Title: Captain reported that task saturation during a go around resulted in an altitude deviation.
Narrative: Encountered windshear at 400 ft. AGL on final at ZZZ. Performed escape maneuver and began cleaning up aircraft at 1;500 ft. AGL. I was hand flying in IMC and continuous moderate turbulence while climbing at Max Thrust/TOGA power. At some point during the climbout we received EICAS message ENGINE 2 BLEED OVERPRESSURE. We were cleared to climb to 3;000 ft.; and inadvertently climbed to 3;200 ft. I noticed the error as we were passing through 3;100 ft. and began correcting immediately. ATC did not advise us of any deviation.The were many factors that lead to this deviation: severe weather; moderate turbulence; uncommon procedures; extremely light aircraft combined with MAX Thrust and updrafts; the unexpected EICAS message at a critical phase of flight; trying to turn in climb-out to avoid weather; and task saturation.Due to the known risk of windshear on this approach; we briefly reviewed the windshear escape maneuver before the approach. While we went over the initial steps; we did not specifically discuss the recovery and reconfiguration. In the future; I will make sure to review the entire procedure when there is a high risk of windshear. Additionally; I should have asked for automation sooner in the recovery. Choosing to hand-fly the level-off in these conditions was not the best choice and getting the autopilot on sooner would have prevented the deviation.
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.