Citation V/Ultra/Encore (C560)
Flight Crew Air Transport Pilot (ATP)
Confusion; Human-Machine Interface; Training / Qualification; Workload; Distraction
ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Aircraft; Environment - Non Weather Related; Human Factors; Procedure; Weather
On takeoff roll just prior to V1; tower informed us that a flock of birds had been spotted on our flight path. As I was the pilot flying (PF) at the time; I tried to focus my attention on the takeoff and departure but kept the information about the birds in the back of my head. As we climbed out I asked for the autopilot to be engaged and it was. As we approached our level off altitude (3;000 feet MSL) I attempted to monitor the controls and look outside the cockpit for the birds; but we were just starting to enter the weather and I was unable to see anything. Focusing back on the aircraft; I realized (along with the Captain) that it was not going to capture the assigned altitude. I disengaged the autopilot and attempted to level off but we still over shot by 200-300 feet. At the time we were also in a turn to an assigned heading (I don't remember the exact heading but it was in an easterly direction and we were in a right turn) but as I was attempting to bring the aircraft back to the correct altitude I decreased the rate of turn. Also around this time; my headset and microphone began to malfunction; cutting in and out and I was only hearing every couple of words and I believe only getting a few words out at a time as well. The flight director did not seem to be directing us in the direction we were originally assigned and amongst the confusion (the departure controller was extremely busy and there was a lot of chatter on the radio as well) I thought we had been assigned a new heading. Unfortunately; we had not and I do believe the Captain realized at this time that I was a bit confused and he took control of the aircraft. It was also about this time the departure controller realized we were not following the SID and he did then assign us a new heading and was able to vector us back on course with no more issues. As the controller handed us off to the next sector he advised us to contact the TRACON upon landing. The rest of the flight was uneventful.The biggest contributing factor here was my inexperience. I was still on IOE and not quite as familiar with the aircraft and FMS as I would have liked to have been. I learned a lot from that incident and as I continue flying I will gain more experience. I was already feeling much more confident as the tour went on and I got more experience manipulating the autopilot; FMS and flight director. Although I do appreciate the tower controller advising us of the birds; just prior to V1 is perhaps not the best time to announce that. I understand they have no idea where we are in our departure sequence; but maybe it would be better to give that information as they hand us off or even as they clear us for takeoff. Finally; although it was not the cause of the incident; the headset malfunction was certainly a distraction in the matter. I had not had any issues with it prior to that event and I did not have any issues for the rest of that flight. In fact it wasn't until the next day that I experienced it again and decided to swap out the battery. Everything was fine after that. There was no indication prior to the incident the battery was failing; but I think from now on I will ensure my headset has a fresh battery at the beginning of each tour.
We were given clearance to takeoff. Just prior to rotation speed the tower controller advised us of birds observed at the departure end of the runway. We were vigilant in looking for the reported birds until we entered IMC conditions. Approximately 500 feet prior to our assigned level off altitude of 3;000 feet; I noticed that the 'VALTS CAP' on my PFD did not display and knew that the autopilot; which was engaged; would not capture and hold the altitude. I advised the Second in Command of this but being fairly new to the aircraft; he was not aggressive enough with disengaging the autopilot and leveling at the assigned altitude. I then advised him that I had the aircraft and returned to the assigned altitude. During this time we received a momentary TCAS TA and were delayed in turning to the assigned heading.This is a good example of how a small distraction can lead to an event such as this. My suggestion is that tower controllers refrain from advisories such as this during critical phases such as takeoff rolls or after initial touchdown during landing when there is a high workload for both pilots.
A pilot new to the CE-560 was distracted by an ATC bird alert during takeoff rotation and overshot the first altitude. Once he realized; it was too late and the autopilot would not capture it.