Narrative:

While previously working for a part 135 company; the RNAV procedures started coming out. Our company was doing in-house training on these RNAV departure procedures. The assigned instructor used the far-aim chapter 5; section 2; departure procedures and the instrument procedures handbook FAA-H-8261-1A for the information used in the training. This instructor stated that altitude restrictions on the departure would be given by the tower or departure control when the altitude for the restriction was followed by the designator (ATC); e.g.; 7;000 (ATC). The instructor stated that the crew would be given 'comply with restrictions' or 'disregard restrictions' from departure control as to whether these restrictions where being used or not. It now appears that the instructor misinterpreted the meaning of the use of the (ATC) on the departure plates and incorrectly trained the charter pilots. Reviewing the far-aim chapter 5; section 2; myself; I now know that these (ATC) altitude restrictions must be complied with at all times; as with all altitude restrictions on the departure procedure. Below is recap of what occurred on the ramp at a las vegas FBO; the pilot not flying was issued the clearance: 'depart runway 19R; Boach4 departure; with the 29 palms [tnp] transition; (BOACH4.tnp) as filed.' the pilot not flying loaded the flightplan into the FMS and set the maintain altitude on the altitude alerter; and set the departure frequency in the radio. Then the pilot not flying gave the pilot flying the departure plate for review: 'boach four departure (RNAV) 11;013.' the pilot flying and pilot not flying verified the way points on the departure plate with the way points in the FMS. Then verified the maintain altitude on the departure plate with the altitude set in the altitude alerter; FL190; then checked that the departure frequency was set in the radio. At that time the pilot flying stated that there were crossing restrictions and to be aware of these: roppr 7;000 (ATC). The crew ran an abbreviated checklist and did a standard crew briefing for departure. Tower cleared our aircraft to 'line up and wait runway 19R'. While waiting on runway 19R; the tower cleared a B737 to depart runway 19L. Approximately 10 seconds later the tower asked our aircraft if we had the B737 in sight; the pilot not flying replied that the B737 was in sight and we then were issued a take off clearance on runway 19R; with instructions to keep visual separation from the B737 aircraft. After a standard takeoff; tower contacted our aircraft to switch to departure. The pilot not flying contacted departure climbing through 3;200 ft (MSL) and departure verified radar contact. The pilot not flying did a silent after takeoff checklist and reported to the pilot flying that the after take off checklist was complete. Then the pilot not flying verified that B737 was in sight and on TCAS about 3.5 miles in front of our aircraft. Our aircraft now was at 250 KTS and climbing approximately 4;000 FPM. At approximately 4;500 ft (MSL); departure contacted our aircraft and told us to comply with the altitude restrictions. The pilot flying asked the pilot not flying to check for the altitude restrictions on the departure plate. The pilot not flying then looked at the departure plate to verify the restrictions. At that time the pilot not flying had only TCAS on the multifunction display (mfd); with no map displayed on the pilot not flying side. The primary function display (pfd) on the pilot not flying side was flashing the intersection roppr in the display. This means that the FMS is calculating a smart turn and the next intersection to be displayed. The pilot not flying at that time thought the aircraft had passed roppr and advised the pilot flying that the next restriction was at boach and to cross at or above 13;000 ft. Las vegas departure at that time contacted our aircraft and issued an 8;000 ft clearance; stating that we missed the 7;000 ft hold down at roppr. We complied with the 8;000 ft clearance. Then we were cleared to climb unrestricted to FL190. When ATC issued the comply with crossing restrictions; the aircraft was passing through approximately 4;500 ft (MSL);and approximately 2 miles from roppr. That gave the crew less than 30 seconds to comply with the altitude restriction. The aircraft climbing approximately 4;000 FPM takes approximately 1;500 ft to level out. Traveling at 250 KTS; the aircraft is traveling over the ground at 5 miles per minute. Being approximately 2 miles from roppr the FMS was calculating the next waypoint and started flashing the way point on the mfd; leaving the crew less than 25 seconds to: decipher exact location (before or at); read the chart; verify the altitude restriction; set the altitude in the altitude alerter; verify the altitude in the alerter is correct; enter the commands in the autopilot; have the autopilot computer calculate the inputs; and start the commands that where entered. In addition; the autopilot takes approximately 5 seconds to react to the commands. If ATC had issued the crossing restriction on take off; or with first contact with departure; there wouldn't have been the confusion whether our aircraft was at; or making; the turn right before roppr way point. Because this was so last minute it left the crew too little time to operate the aircraft per ATC instructions resulting in the confusion with the crossing restriction.

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Original NASA ASRS Text

Title: Pilot departing LAS described a failed altitude crossing restriction event indicating RNAV Procedure training misinterpreted the ATC crossing notations as not being mandatory.

Narrative: While previously working for a Part 135 company; the RNAV Procedures started coming out. Our company was doing in-house training on these RNAV Departure Procedures. The assigned Instructor used the FAR-AIM Chapter 5; Section 2; Departure Procedures and the Instrument Procedures Handbook FAA-H-8261-1A for the information used in the training. This Instructor stated that altitude restrictions on the departure would be given by the Tower or Departure Control when the altitude for the restriction was followed by the designator (ATC); e.g.; 7;000 (ATC). The Instructor stated that the crew would be given 'comply with restrictions' or 'disregard restrictions' from Departure Control as to whether these restrictions where being used or not. It now appears that the Instructor misinterpreted the meaning of the use of the (ATC) on the Departure Plates and incorrectly trained the charter pilots. Reviewing the FAR-AIM chapter 5; section 2; myself; I now know that these (ATC) altitude restrictions must be complied with at all times; as with all altitude restrictions on the Departure Procedure. Below is recap of what occurred on the ramp at a Las Vegas FBO; the pilot not flying was issued the clearance: 'Depart Runway 19R; Boach4 departure; with the 29 palms [TNP] transition; (BOACH4.TNP) as filed.' The pilot not flying loaded the flightplan into the FMS and set the maintain altitude on the altitude alerter; and set the Departure frequency in the radio. Then the pilot not flying gave the pilot flying the departure plate for review: 'BOACH FOUR DEPARTURE (RNAV) 11;013.' The pilot flying and pilot not flying verified the way points on the departure plate with the way points in the FMS. Then verified the maintain altitude on the departure plate with the altitude set in the altitude alerter; FL190; then checked that the Departure frequency was set in the radio. At that time the pilot flying stated that there were crossing restrictions and to be aware of these: ROPPR 7;000 (ATC). The crew ran an abbreviated checklist and did a standard crew briefing for departure. Tower cleared our aircraft to 'line up and wait Runway 19R'. While waiting on Runway 19R; the Tower cleared a B737 to depart Runway 19L. Approximately 10 seconds later the Tower asked our aircraft if we had the B737 in sight; the pilot not flying replied that the B737 was in sight and we then were issued a take off clearance on Runway 19R; with instructions to keep visual separation from the B737 aircraft. After a standard takeoff; Tower contacted our aircraft to switch to Departure. The pilot not flying contacted Departure climbing through 3;200 FT (MSL) and Departure verified RADAR contact. The pilot not flying did a silent after takeoff checklist and reported to the pilot flying that the after take off checklist was complete. Then the pilot not flying verified that B737 was in sight and on TCAS about 3.5 miles in front of our aircraft. Our aircraft now was at 250 KTS and climbing approximately 4;000 FPM. At approximately 4;500 FT (MSL); Departure contacted our aircraft and told us to comply with the altitude restrictions. The pilot flying asked the pilot not flying to check for the altitude restrictions on the departure plate. The pilot not flying then looked at the departure plate to verify the restrictions. At that time the pilot not flying had only TCAS on the Multifunction Display (MFD); with no map displayed on the pilot not flying side. The Primary Function Display (PFD) on the pilot not flying side was flashing the intersection ROPPR in the display. This means that the FMS is calculating a smart turn and the next intersection to be displayed. The pilot not flying at that time thought the aircraft had passed ROPPR and advised the pilot flying that the next restriction was at BOACH and to cross at or above 13;000 FT. Las Vegas Departure at that time contacted our aircraft and issued an 8;000 FT clearance; stating that we missed the 7;000 FT hold down at ROPPR. We complied with the 8;000 FT clearance. Then we were cleared to climb unrestricted to FL190. When ATC issued the comply with crossing restrictions; the aircraft was passing through approximately 4;500 FT (MSL);and approximately 2 miles from ROPPR. That gave the crew less than 30 seconds to comply with the altitude restriction. The aircraft climbing approximately 4;000 FPM takes approximately 1;500 FT to level out. Traveling at 250 KTS; the aircraft is traveling over the ground at 5 miles per minute. Being approximately 2 miles from ROPPR the FMS was calculating the next waypoint and started flashing the way point on the MFD; leaving the crew less than 25 seconds to: Decipher exact location (before or at); read the chart; verify the altitude restriction; set the altitude in the altitude alerter; verify the altitude in the alerter is correct; enter the commands in the autopilot; have the autopilot computer calculate the inputs; and start the commands that where entered. In addition; the autopilot takes approximately 5 seconds to react to the commands. If ATC had issued the crossing restriction on take off; or with first contact with departure; there wouldn't have been the confusion whether our aircraft was at; or making; the turn right before ROPPR way point. Because this was so last minute it left the crew too little time to operate the aircraft per ATC instructions resulting in the confusion with the crossing restriction.

Data retrieved from NASA's ASRS site as of April 2012 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.