Air carrier flight crew reported descending below charted altitude on a visual approach to COS; citing time pressure as contributing to the incident.
Synopsis
Air carrier flight crew reported descending below charted altitude on a visual approach to COS; citing time pressure as contributing to the incident.
Narrative
Upon descent into Colorado Springs; we were advised that we would need to expedite the arrival and approach. If we couldn't we would not be allowed to land. Within 5 minutes ATC came back and told us that it would not be an issue. Once we were handed off to Springs Arrival we were given vectors and a descent and were told to expect an expedited arrival. Once the airport was in sight; we were given an heading of 250 to intercept the inbound course of 17R. We had planned to fly the RNAV (GPS) Y Rwy 17R. This heading gave us an intercept on final between JIBIS and KAGHU. The Captain set an altitude based on this intercept of 7300' on the FCU altitude. The altitude at KAGHU is 7240'. I started a slow descent down toward the altitude to intercept that altitude at the same time the final course was intercepted. We were asked again to expedite the arrival. Just prior to the turn to final; intercepting the approach course we received an ECAM GEAR WARNING. The Captain clicked off the autopilot and took control of the aircraft for a short time. He later said he saw around 630' on the radar altimeter; which we. believed triggered the gear warning. Once I had control of the aircraft again I called for gear down; intercepted the approach course; and called for managed speed and we configured flaps on speed. We were fully configured and stable by the 1000' AGL call. We were stable and on speed at the 500' AGL call. The rest of the approach and landing was uneventful and normal. The weather was day VMC and terrain and airfield were in sight the entire arrival and approach. Once on the ground and debriefing the event; the Captain and I believe that we went over an area of rolling terrain while descending to the 7300' altitude at KAGHU. If we had to do over again we would have asked to intercept outside CEMKA at 8700' to give us a more normal intercept. In the past I have always tried to intercept visuals outside the FAF if traffic flow permits. This approach should not have been any different.
Second reporter narrative
We were passing through approximately 30;000 feet when we heard a loud noise followed by feeling high vibrations from the number one engine. As well as abnormal engine indications on the number one engine; at this moment immediately the cockpit and cabin started filling with smoke with a strong odor. We donned our oxygen masks; The CA turned off the auto-throttles and autopilot and brought the number one engine to idle while we [requested assistance] with ATC; requesting to divert to ZZZ1 airport and performed an descent while checking on the cabin. The smoke started to dissipate within approximately 3 minutes but the strong odor was still present. We performed the fire; smoke and fumes checklist. Starting the descent procedure the CA talked to the flight attendants that told us the same occurred in the cabin as we experienced in the flight deck with the smoke quickly dissipating. We identify the smoke was being caused by abnormal indications; high vibrations from the number 1 engine. The CA and I made the decision to run the engine failure or shutdown checklist. We shut down the number one engine following the completion of the smoke; fire and fumes checklists. We landed on the runway and as we were rolling out Fire and Rescue team reported no fire or smoke from our engines or aircraft. We stopped on the runway so Fire and Rescue team can get a closer look at the number one engine. They gave us the 'all clear' to taxi to the gate to let the passengers deplane at the gate for further investigation. Unfortunately when we tried to move under our own power the aircraft did not move and we identified we may have a locked up brake; maintenance team and tow came to tow us to the gate.Once to the gate fire and rescue boarded the aircraft and assisted in the deplaning process. They offered passengers and crew the opportunity to be looked at by fire and rescue team. No injuries were reported to our knowledge.Once at the gate the maintenance team discovered a piece in between the fan blades has come off and damaged the fan blades as well as the outside of the core of the engine.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.