Owner and first officer of a learjet 25 lost control of the aircraft in a turn resulting in an altit...

Attributes
ACN	420050
Time
Date	199811
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : tpa airport : tpa
State Reference	FL
Altitude	msl bound lower : 24500 msl bound upper : 25300
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zjx tower : stl
Operator	general aviation : corporate
Make Model Name	Light Transport, Low Wing, 2 Turbojet Eng
Navigation In Use	Other
Flight Phase	descent other
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 70 flight time total : 17000 flight time type : 7500
ASRS Report	420050
Person 2
Affiliation	Other
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	aircraft equipment problem : less severe altitude deviation : excursion from assigned altitude non adherence : clearance other anomaly other anomaly other other spatial deviation
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	flight crew : regained aircraft control flight crew : returned to intended course or assigned course
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

The PF is company pilot with claimed flight time of 5000 hours in turboprop aircraft and has very inadequate plting skills. He is working toward a type rating in this aircraft and has been through the IOE. I have not worked for this company very long. We were climbing out of tpa at approximately 10000 ft when a red 'bleed air' light came on. We were cleared to FL270. I was troubleshooting the problem and decided to return to tpa. Center cleared us to tpa to maintain FL250 as we were passing FL255 and gave us a heading of 270 degrees for vectors to tabir intersection on the darbs 1 arrival. PF was leveling aircraft at FL250 and starting turn to 270 degrees as I was setting up FMS for the arrival. I looked up to check his performance and saw him banking the aircraft past a 45 degree bank angle with nose dropping through FL247. I took over the controls and stopped the descent at FL245, and while climbing back to FL250 I overshot by 300 ft and then leveled at FL250 on the proper heading. I turned autoplt on and finished setting up FMS and failed to set proper bearing on HSI, which was 40 degrees off the proper heading for intercept of arrival. One reason for this problem is that the HSI is an analog instrument and does not automatically slew to the proper bearing. The bearing on the HSI must be manually set. We have been having an extra qualified crew member ride in jump seat to help oversee this operation, and he was busy helping to troubleshoot the bleed air problem, so both of us had our heads down and not monitoring the PF and aircraft. Center gave us vectors to airport with rest of flight uneventful. I have decided that this pilot will not fly the aircraft without at least 2 qualified pilots on board. If there is another in-flight problem, all control will be returned to qualified pilot and the problem will be solved by the pilot in the jump seat and the aircraft will be flown by the qualified pilot who will be in the l-hand pilot seat at all times. This gentleman will also receive more training by a qualified instructor before being trusted with the copilot duties and flying from the r-hand seat.

Original NASA ASRS Text

Title: OWNER AND FO OF A LEARJET 25 LOST CTL OF THE ACFT IN A TURN RESULTING IN AN ALT EXCURSION AND OVERSHOOTING THE ASSIGNED HDG. THE CAPT TOOK THE CTLS AND RETURNED THE ACFT TO THE ASSIGNED HDG AND ALT. AN EXTRA PLT WAS ALONG AND HELPING WITH MONITORING ALL OPS AND WAS INVESTIGATING A BLEED AIR PROB.

Narrative: THE PF IS COMPANY PLT WITH CLAIMED FLT TIME OF 5000 HRS IN TURBOPROP ACFT AND HAS VERY INADEQUATE PLTING SKILLS. HE IS WORKING TOWARD A TYPE RATING IN THIS ACFT AND HAS BEEN THROUGH THE IOE. I HAVE NOT WORKED FOR THIS COMPANY VERY LONG. WE WERE CLBING OUT OF TPA AT APPROX 10000 FT WHEN A RED 'BLEED AIR' LIGHT CAME ON. WE WERE CLRED TO FL270. I WAS TROUBLESHOOTING THE PROB AND DECIDED TO RETURN TO TPA. CTR CLRED US TO TPA TO MAINTAIN FL250 AS WE WERE PASSING FL255 AND GAVE US A HDG OF 270 DEGS FOR VECTORS TO TABIR INTXN ON THE DARBS 1 ARR. PF WAS LEVELING ACFT AT FL250 AND STARTING TURN TO 270 DEGS AS I WAS SETTING UP FMS FOR THE ARR. I LOOKED UP TO CHK HIS PERFORMANCE AND SAW HIM BANKING THE ACFT PAST A 45 DEG BANK ANGLE WITH NOSE DROPPING THROUGH FL247. I TOOK OVER THE CTLS AND STOPPED THE DSCNT AT FL245, AND WHILE CLBING BACK TO FL250 I OVERSHOT BY 300 FT AND THEN LEVELED AT FL250 ON THE PROPER HDG. I TURNED AUTOPLT ON AND FINISHED SETTING UP FMS AND FAILED TO SET PROPER BEARING ON HSI, WHICH WAS 40 DEGS OFF THE PROPER HDG FOR INTERCEPT OF ARR. ONE REASON FOR THIS PROB IS THAT THE HSI IS AN ANALOG INST AND DOES NOT AUTOMATICALLY SLEW TO THE PROPER BEARING. THE BEARING ON THE HSI MUST BE MANUALLY SET. WE HAVE BEEN HAVING AN EXTRA QUALIFIED CREW MEMBER RIDE IN JUMP SEAT TO HELP OVERSEE THIS OP, AND HE WAS BUSY HELPING TO TROUBLESHOOT THE BLEED AIR PROB, SO BOTH OF US HAD OUR HEADS DOWN AND NOT MONITORING THE PF AND ACFT. CTR GAVE US VECTORS TO ARPT WITH REST OF FLT UNEVENTFUL. I HAVE DECIDED THAT THIS PLT WILL NOT FLY THE ACFT WITHOUT AT LEAST 2 QUALIFIED PLTS ON BOARD. IF THERE IS ANOTHER INFLT PROB, ALL CTL WILL BE RETURNED TO QUALIFIED PLT AND THE PROB WILL BE SOLVED BY THE PLT IN THE JUMP SEAT AND THE ACFT WILL BE FLOWN BY THE QUALIFIED PLT WHO WILL BE IN THE L-HAND PLT SEAT AT ALL TIMES. THIS GENTLEMAN WILL ALSO RECEIVE MORE TRAINING BY A QUALIFIED INSTRUCTOR BEFORE BEING TRUSTED WITH THE COPLT DUTIES AND FLYING FROM THE R-HAND SEAT.

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.