Cargo light transport descending to 9000 ft, flew at 300 KTS below 10000 ft and overshot assigned al...

Attributes
ACN	368364
Time
Date	199705
Day	Wed
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : yvr
State Reference	BC
Altitude	msl bound lower : 8300 msl bound upper : 9000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : yvr
Operator	common carrier : air taxi
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 91
Flight Phase	cruise other descent other
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	Dash 8 Series Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	cruise other
Flight Plan	IFR
Person 1
Affiliation	company : air taxi
Function	flight crew : captain oversight : pic
Qualification	other other : other pilot : atp pilot : cfi
Experience	flight time last 90 days : 125 flight time total : 2050 flight time type : 800
ASRS Report	368364
Person 2
Affiliation	company : air taxi
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	altitude deviation : overshoot conflict : airborne less severe non adherence : required legal separation non adherence : far non adherence : clearance other anomaly
Independent Detector	other controllera other flight crewa
Resolutory Action	flight crew : returned to intended course or assigned course other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation
Situations
ATC Facility	other physical facility

Narrative:

The following circumstances resulted in a loss of separation as advised by canadian ATC during a descent into the TCA of cyvr. I am a recently upgraded captain flying cargo-only, light jet aircraft on an extremely labor intensive, short flight from bfi to cyvr. The route consists of a SID terminating at an arrival STAR which demands a great deal of concentrating from both pilots. As PNF, I was concerned with setting up appropriate navaids, performing checklists, and attaining the current arrival ATIS. We were cleared from FL200 to descend to 9000 ft. As we approached 10000 ft I noted the copilot's high airspeed of 300 KIAS and advised 'airspeed, 1000 ft to go.' he acknowledged by deploying the air brakes to slow his airspeed. I then went back to setting the navs to the next segment of the arrival. My next glance at the instruments indicated an altitude slightly below 8800 ft. I applied maximum power with the throttles and the plane leveled again at 9000 ft. ATC prompted us about our altitude simultaneously. Upon landing we were informed that a loss of separation had occurred with a commuter dash 8 which we had overtaken from above, passed, and subsequently descended in front of. ATC further advised us that he had seen us as low as 8300 ft, and had also temporarily lost our transponder. Neither my first officer nor I touched our transponder. My questions regarding the incident turn to the differences between united states and canadian ATC altitude alerting system as well as the system ability to keep up with aircraft in climbs/dscnts. In hindsight, I will doubt my coplts more often. My first officer has twice my flight time as well as jet and turboprop experience, experience for which he had specifically been paired to me. I erred in my overconfidence in him. Secondly, it seems wise in future flts to never turn my attention to another task during the final 1000 ft prior to any leveloff.

Original NASA ASRS Text

Title: CARGO LTT DSNDING TO 9000 FT, FLEW AT 300 KTS BELOW 10000 FT AND OVERSHOT ASSIGNED ALT BY 700 FT, GETTING AS LOW AS 8300 FT. A CONFLICT OCCURRED WITH A COMMUTER DASH 8 THAT THEY OVERTOOK AND PASSED.

Narrative: THE FOLLOWING CIRCUMSTANCES RESULTED IN A LOSS OF SEPARATION AS ADVISED BY CANADIAN ATC DURING A DSCNT INTO THE TCA OF CYVR. I AM A RECENTLY UPGRADED CAPT FLYING CARGO-ONLY, LIGHT JET ACFT ON AN EXTREMELY LABOR INTENSIVE, SHORT FLT FROM BFI TO CYVR. THE RTE CONSISTS OF A SID TERMINATING AT AN ARR STAR WHICH DEMANDS A GREAT DEAL OF CONCENTRATING FROM BOTH PLTS. AS PNF, I WAS CONCERNED WITH SETTING UP APPROPRIATE NAVAIDS, PERFORMING CHKLISTS, AND ATTAINING THE CURRENT ARR ATIS. WE WERE CLRED FROM FL200 TO DSND TO 9000 FT. AS WE APCHED 10000 FT I NOTED THE COPLT'S HIGH AIRSPD OF 300 KIAS AND ADVISED 'AIRSPD, 1000 FT TO GO.' HE ACKNOWLEDGED BY DEPLOYING THE AIR BRAKES TO SLOW HIS AIRSPD. I THEN WENT BACK TO SETTING THE NAVS TO THE NEXT SEGMENT OF THE ARR. MY NEXT GLANCE AT THE INSTS INDICATED AN ALT SLIGHTLY BELOW 8800 FT. I APPLIED MAX PWR WITH THE THROTTLES AND THE PLANE LEVELED AGAIN AT 9000 FT. ATC PROMPTED US ABOUT OUR ALT SIMULTANEOUSLY. UPON LNDG WE WERE INFORMED THAT A LOSS OF SEPARATION HAD OCCURRED WITH A COMMUTER DASH 8 WHICH WE HAD OVERTAKEN FROM ABOVE, PASSED, AND SUBSEQUENTLY DSNDED IN FRONT OF. ATC FURTHER ADVISED US THAT HE HAD SEEN US AS LOW AS 8300 FT, AND HAD ALSO TEMPORARILY LOST OUR XPONDER. NEITHER MY FO NOR I TOUCHED OUR XPONDER. MY QUESTIONS REGARDING THE INCIDENT TURN TO THE DIFFERENCES BTWN UNITED STATES AND CANADIAN ATC ALT ALERTING SYS AS WELL AS THE SYS ABILITY TO KEEP UP WITH ACFT IN CLBS/DSCNTS. IN HINDSIGHT, I WILL DOUBT MY COPLTS MORE OFTEN. MY FO HAS TWICE MY FLT TIME AS WELL AS JET AND TURBOPROP EXPERIENCE, EXPERIENCE FOR WHICH HE HAD SPECIFICALLY BEEN PAIRED TO ME. I ERRED IN MY OVERCONFIDENCE IN HIM. SECONDLY, IT SEEMS WISE IN FUTURE FLTS TO NEVER TURN MY ATTN TO ANOTHER TASK DURING THE FINAL 1000 FT PRIOR TO ANY LEVELOFF.

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.

Cargo light transport descending to 9000 ft, flew at 300 KTS below 10000 ft and overshot assigned altitude by 700 ft, getting as low as 8300 ft. A conflict occurred with a commuter dash 8 that they overtook and passed.