2010-12 · NASA ASRS report 925491
BE300 flight crew reports missing the mandatory altitude at DANDY during the ILS Runway 6 approach to TEB.
We received vectors for the ILS 6 for TEB. We were told to maintain 2;000 FT until established and cleared for the ILS 6 approach. We were also told to maintain 180 KTS until 5 DME from the TEB VOR. The pilot flying was flying the airplane trying to maintain the speed while I was told by the pilot flying to set the DME to show our distance from TEB. We were then told to contact TEB Tower. The pilot flying told me his plan was to stay at 2;000 FT until the glideslope was alive and we would descend from 2;000 FT on the glideslope. I contacted Tower and we were cleared to land on Runway 6. The pilot flying then asked me which altitude we should be at when we crossed the LOM. I told him 1;284 FT and while looking (as the glideslope started movement) at that altitude we noticed that we had a mandatory altitude crossing of 1;500 FT at DANDY (6.4 DME from TEB). After seeing that the pilot flying then tried to descend to 1;500 FT before reaching DANDY but it was too late. We crossed DANDY at 1;800 FT and immediately received a transmission from Tower that we had just violated a mandatory altitude and were told to descend to 1;500 FT. By the time the transmission was finished we were already level at 1;500 FT; however it was after DANDY. Neither Tower nor Ground ever said anything further about the mistake. I believe the reason that this mistake was made was due to the high workload environment of the airspace. Both of us were busy with flying the airplane and talking to ATC that the proper approach briefing was not performed. We could have prevented this mistake by making a more thorough briefing of the approach and paying more attention to the altitudes listed on the profile view of the approach.
I; as pilot flying; and my assistant; pilot not flying; are unfamiliar with TEB. While on radar vectors; 140 degrees; between STW and TEB at 4;000 FT; we were given descent from 4;000 FT to 3;000 FT and heading 270 degrees for traffic; Reaching 270 degrees and 3;000 FT we were given 'left to 090 cleared direct to VINGS.' Outside VINGS were given 'descent to 2;000 FT and cleared for ILS 6 approach.' I asked the pilot not flying who had the approach in hand to give me the altitudes for the approach. He replied; '2;000 FT at VINGS; 1;300 FT intercept DH 206 ft.' Since clouds and visibility were no factor; I told him I would intercept the glideslope from 2;000 FT. I assumed the glideslope would bring me down to meet the 1;500 FT crossing altitude at DANDY Intersection. Approach informed me that I was at 'wrong altitude at DANDY and to contact Tower' (normal frequency change to Tower -- not to call them via phone.) Upon my initial approach review at the top of the descent (FL290) I had noticed the DANDY 'hard' crossing altitude. But; I didn't pay attention to the 2.2 NM distance between DANDY and the outer marker. In a no wind situation with a 3 degree glideslope each mile is worth about 300 FT. 2.2 miles is worth 600 FT. Instead of reviewing the approach myself; I should have briefed it with the pilot not flying with particular attention to the 'DANDY' mandatory crossing altitude. If we were both aware of it; this situation most likely would not have occurred. Plus my pointing it out to him would have served to reinforce it in my mind.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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