CL65 crew climbed aircraft too high for the aircraft gross weight, got on the back side of the power...

Attributes
ACN	567607
Time
Date	200212
Day	Fri
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : pia.airport
State Reference	IL
Altitude	msl bound lower : 39700 msl bound upper : 41000
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	artcc : zmp.artcc
Operator	common carrier : air carrier
Make Model Name	Regional Jet 200 ER&LR
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	cruise : enroute altitude change
Route In Use	enroute : direct
Flight Plan	IFR
Aircraft 2
Controlling Facilities	artcc : zmp.artcc
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Flight Phase	cruise : level
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 120 flight time total : 6500 flight time type : 550
ASRS Report	567607
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	non adherence : far non adherence : company policies non adherence : published procedure other anomaly
Independent Detector	aircraft equipment : tcas other controllera other flight crewa other flight crewb
Resolutory Action	controller : issued new clearance controller : separated traffic controller : issued advisory flight crew : overrode automation flight crew : regained aircraft control flight crew : took precautionary avoidance action
Consequence	faa : investigated faa : reviewed incident with flight crew
Miss Distance	horizontal : 30000 vertical : 700
Supplementary
Problem Areas	Flight Crew Human Performance Company
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were cruising at our flight planned altitude of FL370 and decided to climb to FL410. We checked our step-climb performance, which was acceptable (climb rate of 110 FPM at FL410) and received clearance to FL410. We selected climb thrust and climbed to FL410 at 500 FPM. We leveled off at mach .68 to mach .69 but continued to lose airspeed. We requested a lower altitude with ZMP, but were told it would be another 5 mins due to traffic. We noticed our possible traffic on TCASII at FL390. Approximately 15 KIAS above the low speed stall awareness raster, we noticed slight buffeting. We requested a heading so we could descend away from the traffic. ATC told us to turn right 20 degrees. As we started the turn, the autoplt disconnected due to the stick shaker. The first officer immediately notified ATC that we could not maintain altitude and needed to descend now. ATC replied 'if you want to descend now, you must declare an emergency.' I instructed the first officer to declare an emergency twice, but it was not conveyed to ATC. We then received a TCASII TA (no RA) as we were descending. We had the traffic in sight as we stopped the descent at FL397. ATC vectored the traffic and asked us what altitude we wanted. We told him FL370. After clear of the traffic, ATC cleared us to FL370 and direct to pia. ATC advised us to call ZMP. I believe the cause of the problem was inaccurate climb charts which showed that we could climb to FL410 from FL370, and once at FL410, maintain a climb of 110 FPM. We never would have attempted the climb to FL410 if our performance charts indicated we could not do it. This could be prevented in the future if we would receive updated and accurate step-climb performance charts that accurately documented the CL65's true climb performance at altitude. The traffic conflict could have been resolved if the first officer followed my commands to declare an emergency.

Original NASA ASRS Text

Title: CL65 CREW CLBED ACFT TOO HIGH FOR THE ACFT GROSS WT, GOT ON THE BACK SIDE OF THE PWR CURVE, AND EXPERIENCED STALL BUFFET AND STICK SHAKER IN ZMP CLASS A AIRSPACE.

Narrative: WE WERE CRUISING AT OUR FLT PLANNED ALT OF FL370 AND DECIDED TO CLB TO FL410. WE CHKED OUR STEP-CLB PERFORMANCE, WHICH WAS ACCEPTABLE (CLB RATE OF 110 FPM AT FL410) AND RECEIVED CLRNC TO FL410. WE SELECTED CLB THRUST AND CLBED TO FL410 AT 500 FPM. WE LEVELED OFF AT MACH .68 TO MACH .69 BUT CONTINUED TO LOSE AIRSPD. WE REQUESTED A LOWER ALT WITH ZMP, BUT WERE TOLD IT WOULD BE ANOTHER 5 MINS DUE TO TFC. WE NOTICED OUR POSSIBLE TFC ON TCASII AT FL390. APPROX 15 KIAS ABOVE THE LOW SPD STALL AWARENESS RASTER, WE NOTICED SLIGHT BUFFETING. WE REQUESTED A HDG SO WE COULD DSND AWAY FROM THE TFC. ATC TOLD US TO TURN R 20 DEGS. AS WE STARTED THE TURN, THE AUTOPLT DISCONNECTED DUE TO THE STICK SHAKER. THE FO IMMEDIATELY NOTIFIED ATC THAT WE COULD NOT MAINTAIN ALT AND NEEDED TO DSND NOW. ATC REPLIED 'IF YOU WANT TO DSND NOW, YOU MUST DECLARE AN EMER.' I INSTRUCTED THE FO TO DECLARE AN EMER TWICE, BUT IT WAS NOT CONVEYED TO ATC. WE THEN RECEIVED A TCASII TA (NO RA) AS WE WERE DSNDING. WE HAD THE TFC IN SIGHT AS WE STOPPED THE DSCNT AT FL397. ATC VECTORED THE TFC AND ASKED US WHAT ALT WE WANTED. WE TOLD HIM FL370. AFTER CLR OF THE TFC, ATC CLRED US TO FL370 AND DIRECT TO PIA. ATC ADVISED US TO CALL ZMP. I BELIEVE THE CAUSE OF THE PROB WAS INACCURATE CLB CHARTS WHICH SHOWED THAT WE COULD CLB TO FL410 FROM FL370, AND ONCE AT FL410, MAINTAIN A CLB OF 110 FPM. WE NEVER WOULD HAVE ATTEMPTED THE CLB TO FL410 IF OUR PERFORMANCE CHARTS INDICATED WE COULD NOT DO IT. THIS COULD BE PREVENTED IN THE FUTURE IF WE WOULD RECEIVE UPDATED AND ACCURATE STEP-CLB PERFORMANCE CHARTS THAT ACCURATELY DOCUMENTED THE CL65'S TRUE CLB PERFORMANCE AT ALT. THE TFC CONFLICT COULD HAVE BEEN RESOLVED IF THE FO FOLLOWED MY COMMANDS TO DECLARE AN EMER.

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.

CL65 crew climbed aircraft too high for the aircraft gross weight, got on the back side of the power curve, and experienced stall buffet and stick shaker in ZMP class a airspace.