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An ATP rated pilot flying a WW1124 on an FAA chkride becomes distraction by the FAA inspector and overshoots his assigned descent altitude.
| Attributes | |
| ACN | 440163 |
| Time | |
| Date | 199906 |
| Day | Thu |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | navaid : sac.vortac |
| State Reference | CA |
| Altitude | msl bound lower : 14000 msl bound upper : 14500 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : zoa.artcc tower : vhhh.tower |
| Operator | common carrier : air taxi |
| Make Model Name | IAI1124/1124A/Westwind |
| Operating Under FAR Part | Part 91 |
| Navigation In Use | other vortac |
| Flight Phase | descent : intermediate altitude |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air taxi |
| Function | flight crew : first officer |
| Qualification | pilot : multi engine pilot : atp |
| Experience | flight time last 90 days : 130 flight time total : 12000 flight time type : 2000 |
| ASRS Report | 440163 |
| Person 2 | |
| Affiliation | company : air taxi |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 150 flight time total : 23000 flight time type : 2500 |
| ASRS Report | 440158 |
| Events | |
| Anomaly | altitude deviation : overshoot non adherence : far non adherence : clearance |
| Independent Detector | atc equipment other atc equipment : radar other controllera other flight crewa other flight crewb other other : 4 |
| Resolutory Action | controller : issued new clearance flight crew : became reoriented |
| Consequence | faa : reviewed incident with flight crew faa : assigned or threatened penalties |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
While flying copilot on an FAA chkride, we had just finished doing required airwork near reno, and received an IFR clearance to sac. We were told to descend from FL200 to 16000 ft MSL. I had set 16000 ft in the altitude alerter and then the FAA examiner wanted to go over the itinerary for multiple approachs into sacramento executive airport. My attention was diverted from my normal copilot duties to find out what was to be expected of us during the chkride. I remember the altitude alert signal ringing but being busy with the FAA examiner, I missed notifying the captain. We descended through 16000 ft and at about 14500 ft ZOA called us and asked us our altitude. The captain replied that we were at whatever altitude. ZOA then advised us that we had traffic, and the captain reported that the traffic was in sight. I think ZOA then told us to maintain 14000 ft and turn to a heading. We continued on to sac, and did the required approachs. We landed and taxied in and were told to call ZOA, which the captain did. My suggestion to avoid this kind of situation in the future is to make sure everyone knows exactly what the itinerary for the chkride is to be before takeoff. An FAA chkride is extremely trying and tension filled at best, and when attention is diverted from flying duties, a dangerous situation can arise.
Original NASA ASRS Text
Title: AN ATP RATED PLT FLYING A WW1124 ON AN FAA CHKRIDE BECOMES DISTR BY THE FAA INSPECTOR AND OVERSHOOTS HIS ASSIGNED DSCNT ALT.
Narrative: WHILE FLYING COPLT ON AN FAA CHKRIDE, WE HAD JUST FINISHED DOING REQUIRED AIRWORK NEAR RENO, AND RECEIVED AN IFR CLRNC TO SAC. WE WERE TOLD TO DSND FROM FL200 TO 16000 FT MSL. I HAD SET 16000 FT IN THE ALT ALERTER AND THEN THE FAA EXAMINER WANTED TO GO OVER THE ITINERARY FOR MULTIPLE APCHS INTO SACRAMENTO EXECUTIVE ARPT. MY ATTN WAS DIVERTED FROM MY NORMAL COPLT DUTIES TO FIND OUT WHAT WAS TO BE EXPECTED OF US DURING THE CHKRIDE. I REMEMBER THE ALT ALERT SIGNAL RINGING BUT BEING BUSY WITH THE FAA EXAMINER, I MISSED NOTIFYING THE CAPT. WE DSNDED THROUGH 16000 FT AND AT ABOUT 14500 FT ZOA CALLED US AND ASKED US OUR ALT. THE CAPT REPLIED THAT WE WERE AT WHATEVER ALT. ZOA THEN ADVISED US THAT WE HAD TFC, AND THE CAPT RPTED THAT THE TFC WAS IN SIGHT. I THINK ZOA THEN TOLD US TO MAINTAIN 14000 FT AND TURN TO A HDG. WE CONTINUED ON TO SAC, AND DID THE REQUIRED APCHS. WE LANDED AND TAXIED IN AND WERE TOLD TO CALL ZOA, WHICH THE CAPT DID. MY SUGGESTION TO AVOID THIS KIND OF SIT IN THE FUTURE IS TO MAKE SURE EVERYONE KNOWS EXACTLY WHAT THE ITINERARY FOR THE CHKRIDE IS TO BE BEFORE TKOF. AN FAA CHKRIDE IS EXTREMELY TRYING AND TENSION FILLED AT BEST, AND WHEN ATTN IS DIVERTED FROM FLYING DUTIES, A DANGEROUS SIT CAN ARISE.
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.