Meters/feet confusion and QFE altimetry conspired to cause an air carrier widebody crew to descend below their cleared altitude on vectors to final at UUDD.
Synopsis
Meters/feet confusion and QFE altimetry conspired to cause an air carrier widebody crew to descend below their cleared altitude on vectors to final at UUDD.
Narrative
In the terminal area of UUDD we were on a right downwind vector for Runway 32L. Radar Control then gave us an intercept to final of 280 heading. Radar then assigned us a heading of 300; a descent to 300 meters (1;600 FT); and cleared us for the approach. I; as the pilot not flying read back the clearance; and the Relief Pilot verified the altitude read back along with referencing the conversion chart from meters to feet. I referenced the chart as well and set both meters in the VOR radial window and feet in the MCP altitude window. We were already below the glide path and we continued a slow descent to the assigned altitude; it appeared that Radar Control intended us to intercept the glide slope from below in level flight at 300 meters. As soon as we descended below the overcast ceiling; and immediately acquiring the runway visually I knew that we were too low for the distance from the runway. I mentioned this to the pilot flying who went visual and agreed. We had not yet reached the assigned altitude and the pilot flying began to initiate a level off when the Controller stated that we were below the vectoring altitude and instructed us to climb to 500 meters. We climbed to 500 meters; intercepted the glide slope outside the FAF and executed a normal approach and landing. There was no further communications with Moscow Control regarding this issue. It is my assumption that the Controller assigned us an incorrect altitude and did not correct it from the read back.
Second reporter narrative
While being vectored to intercept Runway 32L localizer; the Final Radar Controller issued a litany of numbers and instructions including: heading to intercept the localizer; QFE; QNH and 300 meters.Meanwhile; ATC asked if we had information 'R' and I told the pilot not flying we had 'Q'. As I started listening to the ATIS I heard 'Moderate Windshear' on final; so I advised the other pilots and zeroed in on listening for further information and for the current surface winds on the ATIS.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.