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During an IOE check, flight crew overshot assigned altitude and were brought back on assigned course by ATC intervention.
| Attributes | |
| ACN | 331810 |
| Time | |
| Date | 199603 |
| Day | Tue |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | atc facility : lib |
| State Reference | NC |
| Altitude | msl bound lower : 23000 msl bound upper : 23000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : zdc |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | climbout : intermediate altitude |
| Route In Use | departure other departure sid : sid |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 55 flight time total : 6725 flight time type : 20 |
| ASRS Report | 331810 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | observation : company check pilot oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 240 flight time total : 16000 |
| ASRS Report | 330341 |
| Events | |
| Anomaly | altitude deviation : overshoot non adherence : clearance other spatial deviation |
| Independent Detector | other controllera other flight crewa |
| Resolutory Action | flight crew : returned to intended course or assigned course other |
| Consequence | faa : reviewed incident with flight crew |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
On mar/xx/96 at XA00Z I was on IOE and flying in the left seat with a check airman, in the right seat, on a flight from rdu to atl. The sequence of events are as follows: 1) the clearance was the packk 4 departure (PACK4.rdu). The route of flight was inbound to the lib VOR via the 089 degree radial then outbound on the lib 278 degree radial for 31 DME to azell intersection followed by direct cae VOR. 2) just prior to reaching lib VOR the check airman advised me he was tuning in cae VOR on the #2 NAVAID which I interpreted that I should also change to cae and advised him I was changing the #1 NAVAID. 3) I proceeded to turn the aircraft towards cae when I should have remained on lib and proceed outbound on the lib 278 degree radial to 31 mi. 4) center advised us of an 8 mi south of course error at the same moment we should have been leveling at FL230. 5) we were both distracted by our position error for several seconds and allowed the aircraft to climb through our assigned altitude. 6) upon recognition of the error, I immediately corrected back to our assigned altitude. 7) as I approached our assigned altitude, ATC advised us of a possible altitude excursion and to give them a call upon landing. 8) WX was VFR and visibility greater than 20 mi. There were no TCASII advisories or conflicts and ATC did not advise us of any conflicts either. Human performance considerations: lack of attention to departure procedure instructions and following a SID to completion before transitioning to assigned routing. How does this happen? I can only analyze that possibly, due to so many times we are vectored or cleared off a departure, that hearing a new VOR being tuned in that it was mistakenly interpreted for a course change. Obviously, this was a wrong assumption which neither of us caught before ATC intervention. Fortunately, WX was not a factor and there were no traffic conflicts. It proves that the alertness and professionalism of ATC in this instance helped our flight get back on course safely and without incidence.
Original NASA ASRS Text
Title: DURING AN IOE CHK, FLC OVERSHOT ASSIGNED ALT AND WERE BROUGHT BACK ON ASSIGNED COURSE BY ATC INTERVENTION.
Narrative: ON MAR/XX/96 AT XA00Z I WAS ON IOE AND FLYING IN THE L SEAT WITH A CHK AIRMAN, IN THE R SEAT, ON A FLT FROM RDU TO ATL. THE SEQUENCE OF EVENTS ARE AS FOLLOWS: 1) THE CLRNC WAS THE PACKK 4 DEP (PACK4.RDU). THE RTE OF FLT WAS INBOUND TO THE LIB VOR VIA THE 089 DEG RADIAL THEN OUTBOUND ON THE LIB 278 DEG RADIAL FOR 31 DME TO AZELL INTXN FOLLOWED BY DIRECT CAE VOR. 2) JUST PRIOR TO REACHING LIB VOR THE CHK AIRMAN ADVISED ME HE WAS TUNING IN CAE VOR ON THE #2 NAVAID WHICH I INTERPRETED THAT I SHOULD ALSO CHANGE TO CAE AND ADVISED HIM I WAS CHANGING THE #1 NAVAID. 3) I PROCEEDED TO TURN THE ACFT TOWARDS CAE WHEN I SHOULD HAVE REMAINED ON LIB AND PROCEED OUTBOUND ON THE LIB 278 DEG RADIAL TO 31 MI. 4) CTR ADVISED US OF AN 8 MI S OF COURSE ERROR AT THE SAME MOMENT WE SHOULD HAVE BEEN LEVELING AT FL230. 5) WE WERE BOTH DISTRACTED BY OUR POS ERROR FOR SEVERAL SECONDS AND ALLOWED THE ACFT TO CLB THROUGH OUR ASSIGNED ALT. 6) UPON RECOGNITION OF THE ERROR, I IMMEDIATELY CORRECTED BACK TO OUR ASSIGNED ALT. 7) AS I APCHED OUR ASSIGNED ALT, ATC ADVISED US OF A POSSIBLE ALT EXCURSION AND TO GIVE THEM A CALL UPON LNDG. 8) WX WAS VFR AND VISIBILITY GREATER THAN 20 MI. THERE WERE NO TCASII ADVISORIES OR CONFLICTS AND ATC DID NOT ADVISE US OF ANY CONFLICTS EITHER. HUMAN PERFORMANCE CONSIDERATIONS: LACK OF ATTN TO DEP PROC INSTRUCTIONS AND FOLLOWING A SID TO COMPLETION BEFORE TRANSITIONING TO ASSIGNED ROUTING. HOW DOES THIS HAPPEN? I CAN ONLY ANALYZE THAT POSSIBLY, DUE TO SO MANY TIMES WE ARE VECTORED OR CLRED OFF A DEP, THAT HEARING A NEW VOR BEING TUNED IN THAT IT WAS MISTAKENLY INTERPRETED FOR A COURSE CHANGE. OBVIOUSLY, THIS WAS A WRONG ASSUMPTION WHICH NEITHER OF US CAUGHT BEFORE ATC INTERVENTION. FORTUNATELY, WX WAS NOT A FACTOR AND THERE WERE NO TFC CONFLICTS. IT PROVES THAT THE ALERTNESS AND PROFESSIONALISM OF ATC IN THIS INSTANCE HELPED OUR FLT GET BACK ON COURSE SAFELY AND WITHOUT INCIDENCE.
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.