Flight crew of a cpr light transport jet aircraft inadvertently failed to make a descent altitude re...

Attributes
ACN	242111
Time
Date	199305
Day	Tue
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : ard
State Reference	PA
Altitude	msl bound lower : 11000 msl bound upper : 14000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zau
Operator	general aviation : corporate
Make Model Name	Light Transport, Low Wing, 2 Turbojet Eng
Flight Phase	descent other
Route In Use	arrival other arrival star : star enroute airway : zdc
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 110 flight time total : 8870 flight time type : 870
ASRS Report	242111
Person 2
Affiliation	Other
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : cfi
Experience	flight time last 90 days : 100 flight time total : 5500 flight time type : 2200
ASRS Report	242122
Events
Anomaly	aircraft equipment problem : less severe altitude deviation : undershoot altitude deviation : crossing restriction not met non adherence : clearance
Independent Detector	atc equipment other atc equipment : unspecified other controllera
Resolutory Action	controller : issued new clearance other
Consequence	faa : reviewed incident with flight crew
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

While on the metropolitan 3 arrival into mmu we were told by ATC to cross swann intersection at 16000 ft, which we made. We were then told to cross somoto intersection at 11000 ft. We were using the vors and our global navigation system as backup. Just as we passed somoto intersection at 14000 ft we were told by ATC that we had missed our crossing restriction. The global navigation system was in error and was telling us that we had not yet reached somoto intersection. After xchking with the vors as second in command, I did realize that we had missed our crossing restriction. I immediately replied to ATC that we were sorry and we would check out the problem. The controller said 'he could not make those kinds of mistakes and for us to cross yardley VOR at 8000 ft.' we had no trouble making that restriction. We were then told to contact ny approach. As professional pilots we do make mistakes. We in no way purposely intended to miss the crossing restriction. The flight terminated with no other problems with a safe professional ILS into mmu, morristown, nj, our destination. In the future we will monitor the global navigation system more closely and update them more often. We also decided to have a second copy of the arrival so the second in command could monitor the arrival better. We feel that there was no conflict with any other aircraft. We always work with ATC and realize the need and importance for good professional controllers. Supplemental information from acn 242122: however, in this instance we did make a mistake. After discussing the incident at the completion of our flight it became obvious that because we did not update the position of the global navigation system en route we missed a crossing restriction. In the future both pilots will have a copy of the approach plates when in unfamiliar areas. Global navigation system's will be updated regularly en route and xchking of vors and global navigation system position will again become a part of the daily cockpit resource management.

Original NASA ASRS Text

Title: FLC OF A CPR LTT JET ACFT INADVERTENTLY FAILED TO MAKE A DSCNT ALT RESTRICTION DUE TO A MISPROGRAMMED GNS (GLOBAL NAV SYS).

Narrative: WHILE ON THE METRO 3 ARR INTO MMU WE WERE TOLD BY ATC TO CROSS SWANN INTXN AT 16000 FT, WHICH WE MADE. WE WERE THEN TOLD TO CROSS SOMOTO INTXN AT 11000 FT. WE WERE USING THE VORS AND OUR GLOBAL NAV SYS AS BACKUP. JUST AS WE PASSED SOMOTO INTXN AT 14000 FT WE WERE TOLD BY ATC THAT WE HAD MISSED OUR XING RESTRICTION. THE GLOBAL NAV SYS WAS IN ERROR AND WAS TELLING US THAT WE HAD NOT YET REACHED SOMOTO INTXN. AFTER XCHKING WITH THE VORS AS SECOND IN COMMAND, I DID REALIZE THAT WE HAD MISSED OUR XING RESTRICTION. I IMMEDIATELY REPLIED TO ATC THAT WE WERE SORRY AND WE WOULD CHK OUT THE PROB. THE CTLR SAID 'HE COULD NOT MAKE THOSE KINDS OF MISTAKES AND FOR US TO CROSS YARDLEY VOR AT 8000 FT.' WE HAD NO TROUBLE MAKING THAT RESTRICTION. WE WERE THEN TOLD TO CONTACT NY APCH. AS PROFESSIONAL PLTS WE DO MAKE MISTAKES. WE IN NO WAY PURPOSELY INTENDED TO MISS THE XING RESTRICTION. THE FLT TERMINATED WITH NO OTHER PROBS WITH A SAFE PROFESSIONAL ILS INTO MMU, MORRISTOWN, NJ, OUR DEST. IN THE FUTURE WE WILL MONITOR THE GLOBAL NAV SYS MORE CLOSELY AND UPDATE THEM MORE OFTEN. WE ALSO DECIDED TO HAVE A SECOND COPY OF THE ARR SO THE SECOND IN COMMAND COULD MONITOR THE ARR BETTER. WE FEEL THAT THERE WAS NO CONFLICT WITH ANY OTHER ACFT. WE ALWAYS WORK WITH ATC AND REALIZE THE NEED AND IMPORTANCE FOR GOOD PROFESSIONAL CTLRS. SUPPLEMENTAL INFORMATION FROM ACN 242122: HOWEVER, IN THIS INSTANCE WE DID MAKE A MISTAKE. AFTER DISCUSSING THE INCIDENT AT THE COMPLETION OF OUR FLT IT BECAME OBVIOUS THAT BECAUSE WE DID NOT UPDATE THE POS OF THE GLOBAL NAV SYS ENRTE WE MISSED A XING RESTRICTION. IN THE FUTURE BOTH PLTS WILL HAVE A COPY OF THE APCH PLATES WHEN IN UNFAMILIAR AREAS. GLOBAL NAV SYS'S WILL BE UPDATED REGULARLY ENRTE AND XCHKING OF VORS AND GLOBAL NAV SYS POS WILL AGAIN BECOME A PART OF THE DAILY COCKPIT RESOURCE MGMNT.

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.

Flight crew of a cpr light transport jet aircraft inadvertently failed to make a descent altitude restriction due to a misprogrammed GNS (global navigation system).