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Pilots of C560 split their flight crew resources for administrative purposes and pass through altitude restr at kepec on RNAV arrival to las. A TCASII RA with B737 traffic results.
| Attributes | |
| ACN | 604449 |
| Time | |
| Date | 200401 |
| Day | Thu |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | navaid : las.vortac |
| State Reference | NV |
| Altitude | msl single value : 12000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : l30.tracon |
| Operator | common carrier : air taxi |
| Make Model Name | Citation V |
| Operating Under FAR Part | Part 91 |
| Route In Use | arrival star : kepec |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | tracon : l30.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | B737 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | climbout : initial climbout : intermediate altitude |
| Route In Use | departure sid : n/a |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air taxi |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 100 flight time total : 8600 flight time type : 1400 |
| ASRS Report | 604449 |
| Person 2 | |
| Affiliation | company : air taxi |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 50 flight time total : 7600 |
| ASRS Report | 604343 |
| Events | |
| Anomaly | altitude deviation : crossing restriction not met conflict : airborne critical non adherence : clearance non adherence : company policies non adherence : far non adherence : published procedure |
| Independent Detector | other controllera |
| Resolutory Action | controller : issued alert flight crew : returned to assigned altitude |
| 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:
We were given the kepec RNAV 1 arrival to runways 25L/right at lax. The arrival called for crossing kepec at 12000 ft and the ipump at 11000 ft. After skber we started the descent to 12000 ft for kepec. The sic asked me to take communication #2 while he called the FBO at las. I agreed. (Communication #2 is used for ATC.) as the aircraft approached 12000 ft, I saw what I thought was the autoplt capturing the altitude. I then set 11000 ft in the aad for the ipumy crossing. ATC called out traffic at 11 O'clock position, I called traffic in sight. Then ATC called traffic at 2 O'clock position. I looked, found the traffic (B737) and called it in sight. ATC then called saying, 'you should be at 12000 ft.' I looked back at altimeter and saw we were descending through 11500 ft. I disengaged the autoplt and climbed the aircraft back to 12000 ft. ATC informed me that the outbound B737 had an RA and ATC would be filing an altitude deviation. After landing, I reviewed company SOP's with the sic. We felt that by following company SOP's more closely the altitude deviation would have been avoided, ie, the PNF should have set the aad for next fix. Company SOP's call for a sterile cockpit below 10000 ft. However, when given a clearance to 'descend via arrival' flight crews should follow the sterile cockpit rule from the beginning of the arrival.
Original NASA ASRS Text
Title: PLTS OF C560 SPLIT THEIR FLT CREW RESOURCES FOR ADMINISTRATIVE PURPOSES AND PASS THROUGH ALT RESTR AT KEPEC ON RNAV ARR TO LAS. A TCASII RA WITH B737 TFC RESULTS.
Narrative: WE WERE GIVEN THE KEPEC RNAV 1 ARR TO RWYS 25L/R AT LAX. THE ARR CALLED FOR XING KEPEC AT 12000 FT AND THE IPUMP AT 11000 FT. AFTER SKBER WE STARTED THE DSCNT TO 12000 FT FOR KEPEC. THE SIC ASKED ME TO TAKE COM #2 WHILE HE CALLED THE FBO AT LAS. I AGREED. (COM #2 IS USED FOR ATC.) AS THE ACFT APCHED 12000 FT, I SAW WHAT I THOUGHT WAS THE AUTOPLT CAPTURING THE ALT. I THEN SET 11000 FT IN THE AAD FOR THE IPUMY XING. ATC CALLED OUT TFC AT 11 O'CLOCK POS, I CALLED TFC IN SIGHT. THEN ATC CALLED TFC AT 2 O'CLOCK POS. I LOOKED, FOUND THE TFC (B737) AND CALLED IT IN SIGHT. ATC THEN CALLED SAYING, 'YOU SHOULD BE AT 12000 FT.' I LOOKED BACK AT ALTIMETER AND SAW WE WERE DSNDING THROUGH 11500 FT. I DISENGAGED THE AUTOPLT AND CLBED THE ACFT BACK TO 12000 FT. ATC INFORMED ME THAT THE OUTBOUND B737 HAD AN RA AND ATC WOULD BE FILING AN ALTDEV. AFTER LNDG, I REVIEWED COMPANY SOP'S WITH THE SIC. WE FELT THAT BY FOLLOWING COMPANY SOP'S MORE CLOSELY THE ALTDEV WOULD HAVE BEEN AVOIDED, IE, THE PNF SHOULD HAVE SET THE AAD FOR NEXT FIX. COMPANY SOP'S CALL FOR A STERILE COCKPIT BELOW 10000 FT. HOWEVER, WHEN GIVEN A CLRNC TO 'DSND VIA ARR' FLT CREWS SHOULD FOLLOW THE STERILE COCKPIT RULE FROM THE BEGINNING OF THE ARR.
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.