EMB-505 flight crew reported receiving a low altitude alert from ATC when they descended below cleared altitude on arrival into TUL.
Synopsis
EMB-505 flight crew reported receiving a low altitude alert from ATC when they descended below cleared altitude on arrival into TUL.
Narrative
While being vectored to for the ILS 18L; Approach instructed us to turn left 270 and descend to 2;500. At this point; we were IMC but had exited icing conditions and were turning off the anti-ice and resetting the landing speeds. With the autopilot engaged; 270 was set in the heading indicator and 1500 was inadvertently set in the altitude window. Tulsa Approach called as we descended through 2000 ft and stated that we should be at 2500. A climb back to 2500 was started using the autopilot. At that point Tulsa Approach stated altitude alert and restated climb 2500. The autopilot did not appear to be executing the climb fast enough and shortly thereafter ATC transmitted an altitude alert with a sense of urgency in his voice. Consequently; the autopilot was turned off and the aircraft was manually placed in a nose up pitch attitude to ensure a positive climb rate. The airplane quickly climbed through 2500 and reached 3700 while correcting. The aircraft flight path was corrected; and we obtained vectors back around for another approach to a full stop landing that was uneventful.Misunderstood radio call altitude followed by an altitude over correction.Debriefed situation with crew; reviewed decision-making process and radio procedures. Regarding decision-making; we noticed we deviated from the Aviate; Navigate; Communicate priorities and should have focused on altitude over resetting the anti-ice system. We also discussed verifying altitude after read back and smooth control application when correcting back. To ensure appropriate compliance and to serve as a refresher; I completed the AOPA Air Safety Institute courses below:Say It Right:Mastering RadioCommunicationsCourseCompletedDownloadDo the Right Thing: Decision Making for PilotsCourseCompleted
Second reporter narrative
[Narrative contained no additional information.]
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.