Air carrier captain describes an altitude deviation while entering holding at lizzi. With 11;000 set...

Attributes
ACN	996225
Time
Date	201202
Local Time Of Day	0601-1200
Place
Locale Reference	ZNY.ARTCC
State Reference	NY
Environment
Flight Conditions	VMC
Aircraft 1
Make Model Name	Embraer Jet Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	Descent
Route In Use	STAR MIP4
Flight Plan	IFR
Component
Aircraft Component	Altitude Hold/Capture
Person 1
Function	Pilot Not Flying Captain
Qualification	Flight Crew Air Transport Pilot (ATP)
Person 2
Function	First Officer Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Aircraft Equipment Problem Less Severe Deviation - Altitude Overshoot Deviation - Procedural Clearance

Narrative:

On the milton four arrival we were given a crossing restriction of lizzi at 11;000. We were also given a clearance to hold at lizzi as published. Upon arrival at lizzi the autopilot began to enter the hold but continued the VNAV descent past 11;000 ft. As pilot not flying I immediately verified that 11;000 was the altitude selected on the flight guidance panel and the mcdu. It was. As the pilot flying the first officer pressed the tcs [touch controlwheel steering] button and began a climb back to 11;000 ft. Around this time ATC queried us and I responded that we were correcting back to 11;000. Maximum altitude deviation was 250 ft. We turned once in the hold and continued the flight uneventfully. This event may have some relation to the operations memo that deals with the eldee arrival into iad. This event may expand the problems we have been having with the latest epic load. I am particularly concerned that the autopilot continued the descent past the altitude selected in the altitude selector. It seems the cami principle is as important as ever in making sure automation is doing what it is supposed to do.

Original NASA ASRS Text

Title: Air Carrier Captain describes an altitude deviation while entering holding at LIZZI. With 11;000 set in the flight guidance panel and the autopilot engaged; the aircraft continued the VNAV descent. The deviation is quickly detected and corrected using the TCS button.

Narrative: On the Milton Four arrival we were given a crossing restriction of LIZZI at 11;000. We were also given a clearance to hold at LIZZI as published. Upon arrival at LIZZI the autopilot began to enter the hold but continued the VNAV descent past 11;000 FT. As pilot not flying I immediately verified that 11;000 was the altitude selected on the flight guidance panel and the MCDU. It was. As the pilot flying the First Officer pressed the TCS [Touch Controlwheel Steering] button and began a climb back to 11;000 FT. Around this time ATC queried us and I responded that we were correcting back to 11;000. Maximum altitude deviation was 250 FT. We turned once in the hold and continued the flight uneventfully. This event may have some relation to the OPS memo that deals with the ELDEE arrival into IAD. This event may expand the problems we have been having with the latest EPIC load. I am particularly concerned that the autopilot continued the descent past the altitude selected in the altitude selector. It seems the CAMI principle is as important as ever in making sure automation is doing what it is supposed to do.

Data retrieved from NASA's ASRS site as of July 2013 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.

Air carrier captain describes an altitude deviation while entering holding at lizzi. With 11;000 set in the flight guidance panel and the autopilot engaged; the aircraft continued the VNAV descent. The deviation is quickly detected and corrected using the tcs button.