Potential conflict after altitude deviation altitude undershot. CFIT.

Attributes
ACN	266628
Time
Date	199403
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : mem
State Reference	TN
Altitude	msl bound lower : 1200 msl bound upper : 2000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : mem
Operator	common carrier : air taxi
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 91
Flight Phase	climbout : intermediate altitude
Route In Use	enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : captain instruction : trainee
Qualification	pilot : atp pilot : cfi pilot : instrument pilot : commercial
Experience	flight time last 90 days : 100 flight time total : 3300 flight time type : 500
ASRS Report	266628
Person 2
Affiliation	Other
Function	flight crew : captain observation : company check pilot oversight : pic
Qualification	pilot : atp
Events
Anomaly	altitude deviation : undershoot conflict : airborne less severe non adherence : clearance other anomaly other other spatial deviation
Independent Detector	other controllera
Resolutory Action	flight crew : returned to intended course or assigned course flight crew : became reoriented other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

While doing my check ride, I was given a V1 cutoff runway 18L. I was assigned a 210 degree heading and climb to 2000 ft. At 1500 ft the company check airman pulled the good engine back and failed to tell me I was now back to normal (2 engines) so the power on both were pulled to idle. In the meantime, I was holding V2 for climb and lost 300 ft (down to 1200 ft) before I realized our communication was not together. I then added power and climbed to 2000 ft. In the meantime (while climbing) ATC advised he showed us at 1800 ft and that he had an airplane at 1500 ft. I believe he thought we had gone to 2000 ft and descended. The fix for the entire situation would have been to let ATC know we were on a training flight and better communications between the check airman and myself. I believe ATC was correct in questioning our climb out. However, had he known of the single engine operation beforehand, he could have made better preparations for our flight.

Original NASA ASRS Text

Title: POTENTIAL CONFLICT AFTER ALTDEV ALT UNDERSHOT. CFIT.

Narrative: WHILE DOING MY CHK RIDE, I WAS GIVEN A V1 CUTOFF RWY 18L. I WAS ASSIGNED A 210 DEG HDG AND CLB TO 2000 FT. AT 1500 FT THE COMPANY CHK AIRMAN PULLED THE GOOD ENG BACK AND FAILED TO TELL ME I WAS NOW BACK TO NORMAL (2 ENGS) SO THE PWR ON BOTH WERE PULLED TO IDLE. IN THE MEANTIME, I WAS HOLDING V2 FOR CLB AND LOST 300 FT (DOWN TO 1200 FT) BEFORE I REALIZED OUR COM WAS NOT TOGETHER. I THEN ADDED PWR AND CLBED TO 2000 FT. IN THE MEANTIME (WHILE CLBING) ATC ADVISED HE SHOWED US AT 1800 FT AND THAT HE HAD AN AIRPLANE AT 1500 FT. I BELIEVE HE THOUGHT WE HAD GONE TO 2000 FT AND DSNDED. THE FIX FOR THE ENTIRE SIT WOULD HAVE BEEN TO LET ATC KNOW WE WERE ON A TRAINING FLT AND BETTER COMS BTWN THE CHK AIRMAN AND MYSELF. I BELIEVE ATC WAS CORRECT IN QUESTIONING OUR CLBOUT. HOWEVER, HAD HE KNOWN OF THE SINGLE ENG OP BEFOREHAND, HE COULD HAVE MADE BETTER PREPARATIONS FOR OUR FLT.

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.