B767-300 and 300 ER
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 150; Flight Crew Total 16000; Flight Crew Type 12000
Situational Awareness; Communication Breakdown
Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation; Flight Crew FLC complied w / Automation / Advisory
Aircraft; Human Factors
[My First Officer said] 'I wasn't sure how to tell you that during your rest period in the [crew rest area]; we had an altitude deviation from an ATC assigned crossing restriction.' I asked him for the details and then thanked him for informing me of such. He was fearful [of] advising me of this event during flight because he didn't want to possibly cause a distraction in the flight deck so close to final approach and landing. The details as described by my First Officer are as follows. 'We were given a clearance to cross 40 NE of ZZZ at FL260. We entered FL260 in the MCP (Mode Control Panel) altitude window and then entered ZZZ/-43 FL260 into the FMC (Flight Management Computer). I added 3 miles to the clearance to give us a buffer. I got up from my seat to get something from the galley. I returned to my seat to find that we were high on path and the Relief Officer was fumbling around trying to make the crossing restriction. Quite frankly; I don't know what he was doing or how he got us into the state that we were in.' This is all my First Officer told me about this event. As for my absence and return to my duty station. This is what I recall. I was the last crew member to take a break. I always take the last break as I want to be awake for the crossing because of Re-dispatch Operations and other critical duties. I instructed the Relief Pilot to wake me 60 to 45 minutes from destination. I was not woken as I had requested. I was woken by the sound of the galley storage door being locked by my FO. Once I returned to the flight deck area I briefly looked at the flight instruments and noticed we were in Altitude Hold and a very high indicated airspeed (barber pole/VMO) which I commented on and asked my crew to remedy. I then went into the lav; went to the galley and then returned to my seat. I asked my Relief Pilot how things were going and he stated that 'VNAV was having trouble staying on path.' I didn't know what this meant and ask my First Officer his opinion and he said 'VNAV is okay'. In the meantime my First Officer briefed me on flight status; weather; fuel; whom the active Center was and that we were at FL260 on the arrival as filed for. We continued into ZZZ1 airspace and continued with a normal and uneventful flight. A break down in CRM (Crew Resource Management); SOP's and situational awareness played a major role leading up to and causing this event to occur. With respect to our TEM (Threat and Error Management) model 'C' Communications is the first slice of cheese. During our flight I had a discussion with my crew about this very subject and pointed out that we should challenge one another and use effective communications. It may come as a surprise but this was my first time that I've ever been in the [crew rest area]. I do not sleep on crossings but on this particular flight I decided to take a break in the [crew rest area].
The incident occurred while descending from FL320 to FL260. We had been cleared to descend from FL 320 to be level FL 260 45NM NE of ZZZ. The aircraft descended in VNAV and initially appeared to be on path to make the clearance. The aircraft was between 800-1000 feet high and ended up not being level at FL260 until about 2 NM past the assigned fix and altitude. There were no other aircraft in the vicinity and no mention was made from Center. This incident occurred at the end of a long 2 leg tiring day. I was not as sharp and alert as usual and did not monitor the flight path of the aircraft as required. Fatigue played a large part in this incident due to the length of the duty day and the time of the incident.
B767-300 flight crew reported an altitude deviation caused by unknown problems with VNAV and poor Crew Resource Management.