Narrative:

Destination was teb. We were inbound on the wilkes bare 3 arrival. We were given a speed of 290 KTS and to cross wilkes bare at FL190. On the descent we began to experience moderate turbulence. We began to slow the aircraft due to safety concerns for the passenger and aircraft. The radio frequency was very busy because of the IMC and moderate turbulent conditions. By the time we could get a call into ATC; they called us and asked us what our speed was. I told him we had to slow to 270 KTS; which is turbulent airspeed for the giv due to moderate turbulence. He told us we had to tell him first which is not true. At some point after wilkes bare VOR and at FL190; we were told to cross mugzy at 6000 ft. The giv needed 40 mi at 2000 ft descent rate to safely cross mugzy at 6000 ft with a speed reduction to 250 KTS at 10000 ft in moderate turbulence. The new york controller told us to cross mugzy at 6000 ft; 10 mi past wilkes bare; which only left us 26 mi to make the crossing restr; which would have required a descent rate greater than 4000 FPM descent rate. I told the controller we would not be able to make mugzy at 6000 ft. After some delay on the radio; due to heavy traffic volume; he then angrily told us to cross mugzy at 9000 ft and to hold at mugzy as published and descend to 6000 ft and hold. I tried to tell the controller we would not be able to make mugzy at 9000 ft due to the moderate turbulence. Due to the IMC WX; moderate turbulence; close proximity to the new hold at mugzy; and newness to the gulfstream; along with all the request from the controller; lead to confusion on the correct insertion of the holding pattern. I inadvertently put in what I thought was the correct holding direction which turned out to be r-hand turns instead of the as published l-hand turns. The honeywell spz 8000 defaults to all r-hand turns which I was not aware of instead of always having the published hold which all previous FMS's did. We were asked to call ny approach to explain what happened. The ny supervising controller understood we were put in many unsafe sits and that we would not be able to comply with most of the requests. Communication was also a factor due to the extremely high volume of traffic and the moderate turbulence. We told the supervisor we could not safely descend at those high rates and slow the aircraft up. We were given the hold nearly on top of mugzy; which led to the input of the r-hand turns instead of the published l-hand turns. To rectify these kinds of multiple sits in the future; we will let new york approach know what distance we will need in the future to safely comply with the possible crossing restrs. We as a crew have discussed the pitfalls of the spz 8000 in regards to future holding pattern. We were told we were not in trouble and he understood we were put in many sits we were unable to safely perform.

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Original NASA ASRS Text

Title: G4 CREW EXPERIENCES TRACK AND HDG DEV WHILE TRYING TO MEET AN ALT XING RESTR.

Narrative: DEST WAS TEB. WE WERE INBOUND ON THE WILKES BARE 3 ARR. WE WERE GIVEN A SPD OF 290 KTS AND TO CROSS WILKES BARE AT FL190. ON THE DSCNT WE BEGAN TO EXPERIENCE MODERATE TURB. WE BEGAN TO SLOW THE ACFT DUE TO SAFETY CONCERNS FOR THE PAX AND ACFT. THE RADIO FREQ WAS VERY BUSY BECAUSE OF THE IMC AND MODERATE TURBULENT CONDITIONS. BY THE TIME WE COULD GET A CALL INTO ATC; THEY CALLED US AND ASKED US WHAT OUR SPD WAS. I TOLD HIM WE HAD TO SLOW TO 270 KTS; WHICH IS TURBULENT AIRSPD FOR THE GIV DUE TO MODERATE TURB. HE TOLD US WE HAD TO TELL HIM FIRST WHICH IS NOT TRUE. AT SOME POINT AFTER WILKES BARE VOR AND AT FL190; WE WERE TOLD TO CROSS MUGZY AT 6000 FT. THE GIV NEEDED 40 MI AT 2000 FT DSCNT RATE TO SAFELY CROSS MUGZY AT 6000 FT WITH A SPD REDUCTION TO 250 KTS AT 10000 FT IN MODERATE TURB. THE NEW YORK CTLR TOLD US TO CROSS MUGZY AT 6000 FT; 10 MI PAST WILKES BARE; WHICH ONLY LEFT US 26 MI TO MAKE THE XING RESTR; WHICH WOULD HAVE REQUIRED A DSCNT RATE GREATER THAN 4000 FPM DSCNT RATE. I TOLD THE CTLR WE WOULD NOT BE ABLE TO MAKE MUGZY AT 6000 FT. AFTER SOME DELAY ON THE RADIO; DUE TO HVY TFC VOLUME; HE THEN ANGRILY TOLD US TO CROSS MUGZY AT 9000 FT AND TO HOLD AT MUGZY AS PUBLISHED AND DSND TO 6000 FT AND HOLD. I TRIED TO TELL THE CTLR WE WOULD NOT BE ABLE TO MAKE MUGZY AT 9000 FT DUE TO THE MODERATE TURB. DUE TO THE IMC WX; MODERATE TURB; CLOSE PROX TO THE NEW HOLD AT MUGZY; AND NEWNESS TO THE GULFSTREAM; ALONG WITH ALL THE REQUEST FROM THE CTLR; LEAD TO CONFUSION ON THE CORRECT INSERTION OF THE HOLDING PATTERN. I INADVERTENTLY PUT IN WHAT I THOUGHT WAS THE CORRECT HOLDING DIRECTION WHICH TURNED OUT TO BE R-HAND TURNS INSTEAD OF THE AS PUBLISHED L-HAND TURNS. THE HONEYWELL SPZ 8000 DEFAULTS TO ALL R-HAND TURNS WHICH I WAS NOT AWARE OF INSTEAD OF ALWAYS HAVING THE PUBLISHED HOLD WHICH ALL PREVIOUS FMS'S DID. WE WERE ASKED TO CALL NY APCH TO EXPLAIN WHAT HAPPENED. THE NY SUPERVISING CTLR UNDERSTOOD WE WERE PUT IN MANY UNSAFE SITS AND THAT WE WOULD NOT BE ABLE TO COMPLY WITH MOST OF THE REQUESTS. COM WAS ALSO A FACTOR DUE TO THE EXTREMELY HIGH VOLUME OF TFC AND THE MODERATE TURB. WE TOLD THE SUPVR WE COULD NOT SAFELY DSND AT THOSE HIGH RATES AND SLOW THE ACFT UP. WE WERE GIVEN THE HOLD NEARLY ON TOP OF MUGZY; WHICH LED TO THE INPUT OF THE R-HAND TURNS INSTEAD OF THE PUBLISHED L-HAND TURNS. TO RECTIFY THESE KINDS OF MULTIPLE SITS IN THE FUTURE; WE WILL LET NEW YORK APCH KNOW WHAT DISTANCE WE WILL NEED IN THE FUTURE TO SAFELY COMPLY WITH THE POSSIBLE XING RESTRS. WE AS A CREW HAVE DISCUSSED THE PITFALLS OF THE SPZ 8000 IN REGARDS TO FUTURE HOLDING PATTERN. WE WERE TOLD WE WERE NOT IN TROUBLE AND HE UNDERSTOOD WE WERE PUT IN MANY SITS WE WERE UNABLE TO SAFELY PERFORM.

Data retrieved from NASA's ASRS site as of January 2009 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.