Date: 201605
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Embraer Phenom 300
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class E PHL
ATC / advisory: TRACON PHL
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Fractional
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Flying the Jaike3 into TEB; we were given PEEDS at FL240; as expected. We complied. Inside of PEEDS (I don't remember exactly where) ATC assigned JAIKE at 13000 feet. 13;000 was set by PF in the altitude alerter; FMS was set up for this during the arrival briefing earlier in the flight - I confirmed it again - and VNAV mode selected in the mode control panel for that crossing. PFD indicated 13;000 feet - the crossing as expected at JAIKE. About halfway between FUBER and BUZIE we noticed we had no TOD (Top of Descent) indication on the MFD; and we heard no 'VERT TRACK' alert from the aircraft automation when we expected it. We also noticed FMS VNAV data readout was indicating BOD (bottom of descent) instead of TOD (top of descent.) Thinking this odd; I brought up the VNAV page in the FMS; it still indicated it was set up to cross JAIKE at 13;000. Some quick mental math on our part indicated this was not so and we were high; so we immediately started down; at about 4000 fpm. When it became clear that we were going to be a little tight to cross JAIKE at 13000; we alerted ATC; who told us to do our best. We began leveling at 13;000 feet about 2-3 miles past JAIKE and at the same time as the level off transition the controller stated 'go ahead and descend via the JAIKE3 arrival.' I set 7000 in the altitude alerter; and we looked quickly for the next crossing; which I observed to be WACKI at 11;000 feet and 250 knots. We were still confused by what had just happened in the JAIKE crossing; we were faster than this (about 300 knots) so I immediately began slowing and commanded the FMS to cross WACKI at 11;000 feet from our present position; which we both thought was correct. The aircraft complied and started down on the glide path I had set.We didn't see Ilene at 13;000 on the chart. I noticed it at 12;800 feet about 10 miles from Ilene; and descended to about 12;500 in the resulting brief confusion before arresting the descent. I told PNF 'Wait; we're supposed to cross ILENE at 13;000. He was briefly confused as well; so I said 'we're low.' He suggested going back up to 13;000; I responded we needed clearance to reclimb back to 13;000; so he queried ATC to our issue. ATC responded with 'you're supposed to be at ILENE at 13;000' to which we responded we were at 12;500 feet and asked if we could return to 13;000? ATC responded in the affirmative; and we did so. We crossed ILENE at 13;000 and JAIKE at 11;000 and 250 knots. The rest of the flight was uneventful. The confusion for me as PF was the expectation that JAIKE was programmed in the FMS at 13;000 feet; checked; and briefed. I was operating under the expectation that the FMS would fly it correctly. My bias was depending a little too much on the automation (why it did not do so - even when it indicated that it WAS doing so - is not clear to us.) Also; not catching that we were high sooner as a result of that bias. Then in the rush to get down and ensuing confusion and new clearance at level off we missed ILENE altogether and continued down in an attempt to make WACKI at 11;000 while slowing.  This was a classic snowballing error. Lesson: Crew; do your own math and reaffirm where the TOD should actually be for crossing a particular fix; not just relying on the automation. Do not rely completely on the computer as they can obviously fail.  I confirmed several times before and during the event that the FMS was set up correctly.




Synopsis: Phenom 300 Captain reported crossing PEEDS at FL240 on the JAIKE3 as cleared. At some point after PEEDS he was cleared to cross JAIKE at 13000 feet. With VNAV selected the aircraft does not start down and JAIKE is crossed high after advising ATC. After JAIKE he is cleared to descend via and starts down immediately while not noticing the ILENE restriction is also 13000 feet.