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Flight crew of a cpr cessna citation, CE550, overshot assigned altitude during climb and failed to follow their actual flight plan routing.
| Attributes | |
| ACN | 485757 |
| Time | |
| Date | 200009 |
| Day | Mon |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| State Reference | NY |
| Altitude | msl bound lower : 12000 msl bound upper : 12500 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : n90.tracon |
| Operator | general aviation : corporate |
| Make Model Name | Citation III, VI, VII |
| Operating Under FAR Part | Part 91 |
| Navigation In Use | other |
| Flight Phase | climbout : vacating altitude |
| Route In Use | departure other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : corporate |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 130 flight time total : 9500 flight time type : 7600 |
| ASRS Report | 485757 |
| Person 2 | |
| Affiliation | company : corporate |
| Function | flight crew : first officer |
| Qualification | pilot : instrument pilot : multi engine pilot : commercial |
| Events | |
| Anomaly | altitude deviation : overshoot non adherence : clearance other spatial deviation |
| Independent Detector | atc equipment other atc equipment : radar other controllera other flight crewa |
| Resolutory Action | controller : issued alert flight crew : returned to assigned altitude |
| Consequence | faa : reviewed incident with flight crew |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance ATC Human Performance |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
Departed teb airport IFR flight plan, and routing XA45 hours was changed on taxi. After takeoff and working new york TRACON level at 11000 ft MSL, received clearance to climb to 16000 ft and fly direct to the huo VOR. First officer set 16000 ft and fly direct to the huo VOR. First officer set 16000 ft in altitude alerter and I selected huo direct in the FMS. Climbing through 12500 ft, ATC instructed us to descend and maintain 12000 ft, clearance limit was 12000 ft according to ATC. Questioned ATC if any conflict with other aircraft occurred and reply was no. Apparently, we misunderstood the altitude clearance limit or ATC did in fact clear us to 16000 ft. First officer read back 16000 ft on the readback. I called the TRACON number and they were going to check the tape and call me back. As I write this, TRACON called me and the tape revealed we were cleared to 12000 ft and the readback was 16000 ft and the controller did not respond to the readback. The second area of concern involves navigation. As I previously reported, the routing was changed on taxi at teb. Our destination was oic (norwich, ny). Clearance as follows: huo V252 rager intersection V273 to join V449 dny-rka direct destination. This situation was entirely the crew not discussing the routing change from the original high altitude route clearance to the low altitude clearance. We flew outbound on V252 several mi beyond rager and the controller queried us. We were flying V252 to join V449 instead of the above clearance. No conflict with another aircraft existed according to the controller. Flight crew must take time to brief new clrncs before takeoff.
Original NASA ASRS Text
Title: FLC OF A CPR CESSNA CITATION, CE550, OVERSHOT ASSIGNED ALT DURING CLB AND FAILED TO FOLLOW THEIR ACTUAL FLT PLAN ROUTING.
Narrative: DEPARTED TEB ARPT IFR FLT PLAN, AND ROUTING XA45 HRS WAS CHANGED ON TAXI. AFTER TKOF AND WORKING NEW YORK TRACON LEVEL AT 11000 FT MSL, RECEIVED CLRNC TO CLB TO 16000 FT AND FLY DIRECT TO THE HUO VOR. FO SET 16000 FT AND FLY DIRECT TO THE HUO VOR. FO SET 16000 FT IN ALT ALERTER AND I SELECTED HUO DIRECT IN THE FMS. CLBING THROUGH 12500 FT, ATC INSTRUCTED US TO DSND AND MAINTAIN 12000 FT, CLRNC LIMIT WAS 12000 FT ACCORDING TO ATC. QUESTIONED ATC IF ANY CONFLICT WITH OTHER ACFT OCCURRED AND REPLY WAS NO. APPARENTLY, WE MISUNDERSTOOD THE ALT CLRNC LIMIT OR ATC DID IN FACT CLR US TO 16000 FT. FO READ BACK 16000 FT ON THE READBACK. I CALLED THE TRACON NUMBER AND THEY WERE GOING TO CHK THE TAPE AND CALL ME BACK. AS I WRITE THIS, TRACON CALLED ME AND THE TAPE REVEALED WE WERE CLRED TO 12000 FT AND THE READBACK WAS 16000 FT AND THE CTLR DID NOT RESPOND TO THE READBACK. THE SECOND AREA OF CONCERN INVOLVES NAV. AS I PREVIOUSLY RPTED, THE ROUTING WAS CHANGED ON TAXI AT TEB. OUR DEST WAS OIC (NORWICH, NY). CLRNC AS FOLLOWS: HUO V252 RAGER INTXN V273 TO JOIN V449 DNY-RKA DIRECT DEST. THIS SIT WAS ENTIRELY THE CREW NOT DISCUSSING THE ROUTING CHANGE FROM THE ORIGINAL HIGH ALT RTE CLRNC TO THE LOW ALT CLRNC. WE FLEW OUTBOUND ON V252 SEVERAL MI BEYOND RAGER AND THE CTLR QUERIED US. WE WERE FLYING V252 TO JOIN V449 INSTEAD OF THE ABOVE CLRNC. NO CONFLICT WITH ANOTHER ACFT EXISTED ACCORDING TO THE CTLR. FLC MUST TAKE TIME TO BRIEF NEW CLRNCS BEFORE TKOF.
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.