Heading deviation heading overshot-altitude deviation altitude overshot.

Attributes
ACN	295879
Time
Date	199502
Day	Sat
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : lax
State Reference	CA
Altitude	msl bound lower : 2000 msl bound upper : 2500
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : lax tower : lax tower : mex
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	landing : go around
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Flight Phase	ground other : taxi
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 150 flight time total : 15000 flight time type : 150
ASRS Report	295879
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	altitude deviation : overshoot conflict : airborne less severe non adherence : clearance non adherence : far other anomaly other other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : issued new clearance other other
Consequence	Other
Miss Distance	vertical : 500
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were landing at lax on a flight from atl. About 100 ft above touchdown to runway 25R, the tower told us to go around because an airliner had not completely cleared the runway. The tower said climb to 2000 ft and turn to a heading of 235 degrees at the lax VOR, which I acknowledged. The captain applied maximum power flaps 28 degrees and at positive rate of climb, called for gear up. Then the captain started turning to the heading of 235 degrees before reaching the VOR. I called don't turn until the VOR then we were going through 1000 ft and I called one for 2000 ft and then asked if he wanted speed select for climb power. The captain did not try to level off at 2000 ft and I called out final altitude 2000 ft. The captain was hand flying throughout the approach I kept saying level off. He finally leveled at 2500 ft and was on a heading of 200 degree. The tower asked what we were doing. I said we were at 2500 ft going to 2000 ft. At this time I was working FMS to enter new destination. When the captain finally turned to a heading of 235 degree, departure control then said to climb to 5000 ft which I acknowledged. The captain did not climb and I had to keep reminding him to climb. Then he finally started to climb. I feel that since the captain was fairly new to the aircraft he should not have been trying to hand fly the aircraft, but used the autoplt, and the workload gets very busy in any abnormal situation in a 2 man highly automated aircraft.

Original NASA ASRS Text

Title: HDG DEV HDG OVERSHOT-ALTDEV ALT OVERSHOT.

Narrative: WE WERE LNDG AT LAX ON A FLT FROM ATL. ABOUT 100 FT ABOVE TOUCHDOWN TO RWY 25R, THE TWR TOLD US TO GAR BECAUSE AN AIRLINER HAD NOT COMPLETELY CLRED THE RWY. THE TWR SAID CLB TO 2000 FT AND TURN TO A HDG OF 235 DEGS AT THE LAX VOR, WHICH I ACKNOWLEDGED. THE CAPT APPLIED MAX PWR FLAPS 28 DEGS AND AT POSITIVE RATE OF CLB, CALLED FOR GEAR UP. THEN THE CAPT STARTED TURNING TO THE HDG OF 235 DEGS BEFORE REACHING THE VOR. I CALLED DON'T TURN UNTIL THE VOR THEN WE WERE GOING THROUGH 1000 FT AND I CALLED ONE FOR 2000 FT AND THEN ASKED IF HE WANTED SPEED SELECT FOR CLB PWR. THE CAPT DID NOT TRY TO LEVEL OFF AT 2000 FT AND I CALLED OUT FINAL ALT 2000 FT. THE CAPT WAS HAND FLYING THROUGHOUT THE APCH I KEPT SAYING LEVEL OFF. HE FINALLY LEVELED AT 2500 FT AND WAS ON A HDG OF 200 DEG. THE TWR ASKED WHAT WE WERE DOING. I SAID WE WERE AT 2500 FT GOING TO 2000 FT. AT THIS TIME I WAS WORKING FMS TO ENTER NEW DEST. WHEN THE CAPT FINALLY TURNED TO A HDG OF 235 DEG, DEP CTL THEN SAID TO CLB TO 5000 FT WHICH I ACKNOWLEDGED. THE CAPT DID NOT CLB AND I HAD TO KEEP REMINDING HIM TO CLB. THEN HE FINALLY STARTED TO CLB. I FEEL THAT SINCE THE CAPT WAS FAIRLY NEW TO THE ACFT HE SHOULD NOT HAVE BEEN TRYING TO HAND FLY THE ACFT, BUT USED THE AUTOPLT, AND THE WORKLOAD GETS VERY BUSY IN ANY ABNORMAL SIT IN A 2 MAN HIGHLY AUTOMATED ACFT.

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.