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Altitude deviation on approach by an EMB135 PIC when the autoplt starts on the coupled approach at the FAF with flight not yet cleared for the approach to runway 4R at bos, ma.
| Attributes | |
| ACN | 534905 |
| Time | |
| Date | 200201 |
| Day | Mon |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : bos.airport |
| State Reference | MA |
| Altitude | msl bound lower : 2700 msl bound upper : 3000 |
| Environment | |
| Flight Conditions | IMC |
| Weather Elements | other |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : a90.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | EMB ERJ 135 ER&LR |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | ils localizer only : 4r other |
| Route In Use | arrival : on vectors |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time total : 11000 |
| ASRS Report | 534905 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Events | |
| Anomaly | altitude deviation : excursion from assigned altitude inflight encounter : weather inflight encounter other non adherence : clearance other anomaly other |
| Independent Detector | other controllera |
| Resolutory Action | controller : issued new clearance controller : issued advisory flight crew : returned to assigned altitude |
| Supplementary | |
| Problem Areas | Weather Flight Crew Human Performance Aircraft ATC Human Performance |
| Primary Problem | ATC Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
On vectors for ILS runway 4R to bos, we were given a 060 degree heading to intercept outside the GS intercept altitude for runway 4R. Due to winds, we were given an increased intercept vector of 070 degrees. This put us on an intercept right at the gsia/FAF for runway 4R. The autoplt was coupled/on the approach mode, but due to the intercept point the autoplt started down on the GS while at the same time the controller was not happy with the vector/intercept too close to the gsia/FAF and issued a left turn and maintain 3000 ft. We were already at 2700 ft and she asked us to confirm our altitude, at which point I disengaged the autoplt and flew the aircraft manually for the missed approach instructions of heading and 3000 ft. No traffic conflicts reported by approach control and nothing was noticed on TCASII or any alerts. Contributing factors: the honeywell EFIS/FMS software is very touchy in a situation of localizer/GS disturbances and windy conditions or vectoring close in at/near gsia/FAF on approachs.
Original NASA ASRS Text
Title: ALTDEV ON APCH BY AN EMB135 PIC WHEN THE AUTOPLT STARTS ON THE COUPLED APCH AT THE FAF WITH FLT NOT YET CLRED FOR THE APCH TO RWY 4R AT BOS, MA.
Narrative: ON VECTORS FOR ILS RWY 4R TO BOS, WE WERE GIVEN A 060 DEG HDG TO INTERCEPT OUTSIDE THE GS INTERCEPT ALT FOR RWY 4R. DUE TO WINDS, WE WERE GIVEN AN INCREASED INTERCEPT VECTOR OF 070 DEGS. THIS PUT US ON AN INTERCEPT R AT THE GSIA/FAF FOR RWY 4R. THE AUTOPLT WAS COUPLED/ON THE APCH MODE, BUT DUE TO THE INTERCEPT POINT THE AUTOPLT STARTED DOWN ON THE GS WHILE AT THE SAME TIME THE CTLR WAS NOT HAPPY WITH THE VECTOR/INTERCEPT TOO CLOSE TO THE GSIA/FAF AND ISSUED A L TURN AND MAINTAIN 3000 FT. WE WERE ALREADY AT 2700 FT AND SHE ASKED US TO CONFIRM OUR ALT, AT WHICH POINT I DISENGAGED THE AUTOPLT AND FLEW THE ACFT MANUALLY FOR THE MISSED APCH INSTRUCTIONS OF HEADING AND 3000 FT. NO TFC CONFLICTS RPTED BY APCH CTL AND NOTHING WAS NOTICED ON TCASII OR ANY ALERTS. CONTRIBUTING FACTORS: THE HONEYWELL EFIS/FMS SOFTWARE IS VERY TOUCHY IN A SIT OF LOC/GS DISTURBANCES AND WINDY CONDITIONS OR VECTORING CLOSE IN AT/NEAR GSIA/FAF ON APCHS.
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.