Narrative:

I was cleared to climb to FL450. I was asked as I approached approximately FL400 to increase my rate of climb which I accepted and in so doing; was at the minimum climb speed. As I approached FL430; I encountered turbulence which brought on the beginnings of stall buffet. I stopped the climb and tried contacting the center who was busy and didn't allow me to access the center controller before he noticed my altitude descending and called me requesting the situation. After advisement that he had an aircraft at FL410 approaching and was concerned about separation; I started a turn to the north and he also asked me to turn 100 degrees right. They then descended me to FL400 and back on course. After a handoff to the next controller; I was again cleared to FL450 which I did climb to without incident. Since I am quite knowledgeable with the cj aircraft and attend simulator sessions several times a yr; I know better that to rush the climb and should not have accepted the clearance to hurry up through FL430; and will not allow that in the future. I regularly fly at FL430/FL450 and completely understand the ability of the aircraft and should have exercised better judgement. So although I recognized the problem immediately; and took immediate action; I never should have allowed the clearance and the aircraft IAS to deteriorate to the point of causing concern and evasive action.

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Original NASA ASRS Text

Title: A C525 CAPT ENCOUNTERED TURBULENCE CLIMBING OUT OF 43000 FT AND HIS AIRSPEED DROPPED TO NEAR STALL; FORCING A DESCENT THAT COMPLICATED SEPARATION.

Narrative: I WAS CLRED TO CLB TO FL450. I WAS ASKED AS I APCHED APPROX FL400 TO INCREASE MY RATE OF CLB WHICH I ACCEPTED AND IN SO DOING; WAS AT THE MINIMUM CLB SPD. AS I APCHED FL430; I ENCOUNTERED TURB WHICH BROUGHT ON THE BEGINNINGS OF STALL BUFFET. I STOPPED THE CLB AND TRIED CONTACTING THE CTR WHO WAS BUSY AND DIDN'T ALLOW ME TO ACCESS THE CTR CTLR BEFORE HE NOTICED MY ALT DSNDING AND CALLED ME REQUESTING THE SIT. AFTER ADVISEMENT THAT HE HAD AN ACFT AT FL410 APCHING AND WAS CONCERNED ABOUT SEPARATION; I STARTED A TURN TO THE N AND HE ALSO ASKED ME TO TURN 100 DEGS R. THEY THEN DSNDED ME TO FL400 AND BACK ON COURSE. AFTER A HDOF TO THE NEXT CTLR; I WAS AGAIN CLRED TO FL450 WHICH I DID CLB TO WITHOUT INCIDENT. SINCE I AM QUITE KNOWLEDGEABLE WITH THE CJ ACFT AND ATTEND SIMULATOR SESSIONS SEVERAL TIMES A YR; I KNOW BETTER THAT TO RUSH THE CLB AND SHOULD NOT HAVE ACCEPTED THE CLRNC TO HURRY UP THROUGH FL430; AND WILL NOT ALLOW THAT IN THE FUTURE. I REGULARLY FLY AT FL430/FL450 AND COMPLETELY UNDERSTAND THE ABILITY OF THE ACFT AND SHOULD HAVE EXERCISED BETTER JUDGEMENT. SO ALTHOUGH I RECOGNIZED THE PROB IMMEDIATELY; AND TOOK IMMEDIATE ACTION; I NEVER SHOULD HAVE ALLOWED THE CLRNC AND THE ACFT IAS TO DETERIORATE TO THE POINT OF CAUSING CONCERN AND EVASIVE ACTION.

Data retrieved from NASA's ASRS site as of May 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.