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Flight crew of a beech king air 100 (BE10) overshot their altitude assignment during descent resulting in ARTCC radar controller intervention to remind them of their altitude and to phone them after landing.
| Attributes | |
| ACN | 421631 |
| Time | |
| Date | 199812 |
| Day | Wed |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : ser |
| State Reference | IN |
| Altitude | msl bound lower : 5000 msl bound upper : 6000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tower : msp |
| Operator | common carrier : air taxi |
| Make Model Name | King Air 100 A/B |
| Operating Under FAR Part | Part 135 |
| Flight Phase | descent other |
| Route In Use | arrival other enroute : direct |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air taxi |
| Function | flight crew : captain oversight : pic |
| Experience | flight time last 90 days : 161 flight time total : 6667 flight time type : 530 |
| ASRS Report | 421631 |
| Person 2 | |
| Affiliation | company : air taxi |
| Function | flight crew : first officer |
| Qualification | other other : other pilot : cfi pilot : commercial pilot : instrument |
| Experience | flight time last 90 days : 86 flight time total : 2404 flight time type : 158 |
| ASRS Report | 421634 |
| Events | |
| Anomaly | aircraft equipment problem : less severe altitude deviation : overshoot other spatial deviation |
| Independent Detector | other controllera |
| Resolutory Action | other |
| Consequence | faa : reviewed incident with flight crew |
| Supplementary | |
| Air Traffic Incident | Pilot Deviation |
Narrative:
As PIC and PF on a beech king air B100 during descent from mke to ser, the aircraft descended through the assigned altitude of 6000 ft and leveled at 5000 ft, which prompted ATC to confirm altitude. Aircraft began descent from FL190 approximately 80 mi from ser. At that time we were cleared direct to airport. As we continued descent I became concerned about the reliability of the RNAV signal we were receiving from the aab VOR (frequency 112.4 326 degrees at 23.8 mi). The first officer confirmed the correct coordinates when asked. As we were stepped down through various altitudes, our attention was directed outside the aircraft for traffic issued by ATC. Cockpit workload increased as a left engine fire light illuminated, requiring outside observance of secondary signs of fire. Illumination of the fire light, concerns of aircraft position and increased traffic vigilance were factors affecting altitude awareness. However, I also believe the wearing of ear plugs, underneath headsets by both crew members affected our ability to hear the altitude alerter. I elected to not declare an emergency due to the proximity of the destination airport, no secondary sign of fire and knowing the false engine fire indication inherent of the king air attributable to moisture and/or sunlight. A follow up call to the director of maintenance revealed that the left engine fire light was squawked the night before. Supplemental information from acn 421634: I checked the approach plate and confirmed that the settings in the RNAV unit were correct. The direction of the ADF needle deflection (set to eqz NDB) confirmed the RNAV was incorrect and/or inoperative. I requested the position of our aircraft, in regards to the ser airport, from ATC. I was informed that we were southwest of the field. At that time, the captain initiated a left (east) turn toward the field, which was visually acquired. IFR was then canceled.
Original NASA ASRS Text
Title: FLC OF A BEECH KING AIR 100 (BE10) OVERSHOT THEIR ALT ASSIGNMENT DURING DSCNT RESULTING IN ARTCC RADAR CTLR INTERVENTION TO REMIND THEM OF THEIR ALT AND TO PHONE THEM AFTER LNDG.
Narrative: AS PIC AND PF ON A BEECH KING AIR B100 DURING DSCNT FROM MKE TO SER, THE ACFT DSNDED THROUGH THE ASSIGNED ALT OF 6000 FT AND LEVELED AT 5000 FT, WHICH PROMPTED ATC TO CONFIRM ALT. ACFT BEGAN DSCNT FROM FL190 APPROX 80 MI FROM SER. AT THAT TIME WE WERE CLRED DIRECT TO ARPT. AS WE CONTINUED DSCNT I BECAME CONCERNED ABOUT THE RELIABILITY OF THE RNAV SIGNAL WE WERE RECEIVING FROM THE AAB VOR (FREQ 112.4 326 DEGS AT 23.8 MI). THE FO CONFIRMED THE CORRECT COORDINATES WHEN ASKED. AS WE WERE STEPPED DOWN THROUGH VARIOUS ALTS, OUR ATTN WAS DIRECTED OUTSIDE THE ACFT FOR TFC ISSUED BY ATC. COCKPIT WORKLOAD INCREASED AS A L ENG FIRE LIGHT ILLUMINATED, REQUIRING OUTSIDE OBSERVANCE OF SECONDARY SIGNS OF FIRE. ILLUMINATION OF THE FIRE LIGHT, CONCERNS OF ACFT POS AND INCREASED TFC VIGILANCE WERE FACTORS AFFECTING ALT AWARENESS. HOWEVER, I ALSO BELIEVE THE WEARING OF EAR PLUGS, UNDERNEATH HEADSETS BY BOTH CREW MEMBERS AFFECTED OUR ABILITY TO HEAR THE ALT ALERTER. I ELECTED TO NOT DECLARE AN EMER DUE TO THE PROX OF THE DEST ARPT, NO SECONDARY SIGN OF FIRE AND KNOWING THE FALSE ENG FIRE INDICATION INHERENT OF THE KING AIR ATTRIBUTABLE TO MOISTURE AND/OR SUNLIGHT. A FOLLOW UP CALL TO THE DIRECTOR OF MAINT REVEALED THAT THE L ENG FIRE LIGHT WAS SQUAWKED THE NIGHT BEFORE. SUPPLEMENTAL INFO FROM ACN 421634: I CHKED THE APCH PLATE AND CONFIRMED THAT THE SETTINGS IN THE RNAV UNIT WERE CORRECT. THE DIRECTION OF THE ADF NEEDLE DEFLECTION (SET TO EQZ NDB) CONFIRMED THE RNAV WAS INCORRECT AND/OR INOP. I REQUESTED THE POS OF OUR ACFT, IN REGARDS TO THE SER ARPT, FROM ATC. I WAS INFORMED THAT WE WERE SW OF THE FIELD. AT THAT TIME, THE CAPT INITIATED A L (E) TURN TOWARD THE FIELD, WHICH WAS VISUALLY ACQUIRED. IFR WAS THEN CANCELED.
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.