Global Express (BD700)
Flight Crew Air Transport Pilot (ATP)
Human-Machine Interface; Training / Qualification
Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert; Aircraft Automation Overrode Flight Crew; Flight Crew Returned To Clearance
Aircraft; Human Factors
We were flying the downwind leg for the ILS at 3000 feet when we cleared to turn to heading 280. The Autopilot was engaged the airspeed marked 210. Suddenly; When I selected FMS speed; the plane started to accelerate to 250 Kts and climbing. The pilot monitoring (PIC) took the controls; and at that time; the plane already gained 1000 feet of altitude. The PIC (pilot monitoring) disengaged the Autopilot and manually returned to the altitude and speed for the ILS; and proceeded to land.I should configure the plane for the ILS so much earlier; so when the plane gets away from the airport; it will not accelerate to 250 kts.
We were on a ferry flight with no passengers or flight attendant on board. I was in the right seat as NFP as PIC and the SIC was in the left seat as FP. The routing was vectors to the ILS. All was normal for the trip through the arrival. When we were given a right base turn of heading 280 and descend from 3000 to 2000 at 210 kts; is when things went wrong. As we started on headings I went heads down to extend the center line for the ILS. Out of the corner of my eye I notice the autothrottles going to full power. I look up and see us accelerating towards 250 kts. I advise the PF to reduce power by pulling the throttles back manually. He is trying to understand what is happening. ATC tells us to reduce our speed to 175 kts; and PF isn't sure what to do. I look at the altitude and now we are climbing at a high rate of climb towards 4000 ft. still with full power on. I advise that I have the controls and clicked off the autopilot and autothrottles and started to correct for the deviations. ATC said I see you at 4000 ft; say altitude? I replied we were descending out of 3000 for 2000. They asked if we could still make a visual approach work. I advised we could. I was able to slow and configure the airplane before 500 ft AGL for a normal and stabilized approach. I believe the PF is fairly new to the airplane and has little confidence hand flying the airplane. He should spend more time learning how to control the airplane without the autopilot and autothrottles. When things go wrong it is good to click off the automation and revert back to basic flying skills.
BD700 flight crew experiences an altitude and speed deviation when FMS speed is selected by the flying pilot during Radar vectors for approach. The NFP takes control manually to continue the approach to landing.