2011-06 · NASA ASRS report 956445
CRJ700 flight crew describe the circumstances surrounding course and altitude deviations during an ILS approach in VMC.
Being handed off to Indy Approach we were initially given 23R. We had briefed on ILS 23L. We immediately set up for 23R. Approach then offered 23L which we accepted. This was close to 10;000. As Pilot Flying I was close to glideslope and 250 KTS and my intention was to stay on glideslope and slow down. We were given direct CLANG and maintain 7;000 FT until established and cleared for the approach. I went to heading mode and flew the aircraft for CLANG; a technique I use at times to prevent autopilot oscillations when capturing the localizer. I did not account for the 50 KT crosswind and was pushed off course. I did not intercept prior to CLANG and was recleared to ISOLA maintain 5;000 cleared for the approach. The Pilot Not Flying had recommended using Nav mode for CLANG which I had elected not to do. As I was focusing on my lateral correction we had an Alt Cap and I scrolled in a lower altitude of 1;500 FT to prevent Alt Cap again during the approach. Glideslope intercept at the FAF is 2;700. My scroll was non standard and performed quickly as I was correcting for the crosswinds lateral deviation. As we finally became established the pilot not flying challenged me on our altitude as we were descending through 2;300 outside the FAF. I turned off the autopilot and arrested the descent passing through 2;200. As this was happening we received a low altitude alert from Approach. We told him we were correcting and had the airport in sight. Approach cleared us for the visual approach. I climbed to 2;700 FT and captured glideslope at the final approach fix. The remaining approach was flown via profile.Causal factors:1) The late switch of runways. 2) Not utilizing Nav mode on the approach 3) Improper wind correction using the heading mode. 4) The non standard roll in of the altitude alerter; performed improperly on all accounts; wrong person wrong altitude. 5) The fixation on my lateral deviation resulted in the vertical deviation. The steps that stopped the error chain: 1) Pilot not flying challenge on altitude reinforced by ATC 2) Pilot flying immediately turning off the autopilot Remedies:1) Request the runway I had initially briefed. 2) Use Nav mode; though at the time my CRJ50 experience tells me it still might not have captured. 3) Non Standard altitude alerter procedure which was performed because I felt the approach slipping away. 4) Obviously slow down; break it off and set up again properly.
On arrival into IND; we were on the CLANG5 arrival with clearance to cross PENDS at 11;000 and 250 KTS. We had already briefed the ILS 23L approach. Center switched us to approach and they assigned us Runway 23R. The Captain loaded the ILS 23R. However; the ATIS was advertising the 23R LOC DME out of service and therefore using the RNAV Y 23R. I realized that we did not have the RNAV 23R plate. ATC had us descend to 7;000. As I was starting to point out that we couldn't use the ILS to 23R; ATC came back and said that 23L was available if we wanted it which resolved that issue. We said yes; and as we descended toward 7;000; the Captain set 23L back into the FMS (instead of having me; the pilot not flying load the FMS below 10;000 FT). Approach gave us direct CLANG; cross CLANG at or above 7;000; cleared ILS 23L approach. As the Captain was trying to get 23L programmed back into the FMS; the first time he tried loading it; it got messed up and he canceled the modification. Meanwhile CLANG was still in the next line from the arrival and I suggested direct CLANG first; then to reload the approach. He responded that he had already put the aircraft in HDG mode and that he would navigate direct to CLANG that way. He loaded the FMS again and this time put CLANG 'behind us.' During this time; we were still not navigating direct to CLANG due to a 60 KT (pretty much direct) crosswind at our altitude. I re-emphasized that we were still not direct CLANG; that the wind was blowing us off course and at this time ATC came back and said he showed us 3 miles south of CLANG. My Captain realized that the heading bug wasn't working because of the wind and tried turning more into it. At this time approach re-cleared us direct ISOLA; descend and maintain 5;000 FT; cleared ILS 23L approach. The Captain STILL continued using the heading bug and HDG mode to try going direct ISOLA. Again; I suggested using the FMS to go direct to the fix; but at this point; he still felt he could handle going direct with the heading bug. As the Captain tried getting to ISOLA; I was still completely focused on our slow progress to intercept the proper track toward ISOLA in order to properly capture the localizer. We didn't quite make it to ISOLA as we continued to get blown by the crosswind; but we did manage to intercept the localizer. During this; I was so intent on reaching ISOLA; that I had missed the ALTS CAP call out and what I also did not see; was my Captain setting a new altitude of 1;500 FT in order to continue the descent. This must have happened prior to capturing the localizer though; because we ended up below the glideslope. He did not verbalize setting the altitude or that he had recognized the ALTS CAP and when I asked him later why he set 1;500; he said he didn't know. At around 2;400 FT; I realized that we were well below the glideslope and still descending. I immediately told my Captain and he disconnected the autopilot and arrested the descent. Seconds later ATC issued us an altitude alert. He said that he showed us at 2;100 FT and that for that point on the approach; we should be at 2;700. We replied that we were correcting. At this point we did have visual contact with the runway. Approach cleared us for a visual approach to 23L. The Captain continued to hand fly from that point forward and we landed in IND without further event.As a result of this incident; we ended up with both lateral and vertical deviations. The threats and errors started when trying to get the approach programmed back into the FMS. As Pilot Flying; the Captain should have had me; Pilot Not Flying; loading the approach since we were below 10;000 FT (not following SOP's/nonstandard ops). Trying to fly direct to the fixes with the heading bug became an error due to the high crosswind at altitude. When I tried several times to tell him that we were not going direct to the fixes; my input was disregarded. Since our attention was completely focused on trying to get onto course laterally; our tunnel vision lead to a vertical deviation as well. The Captain set an abstract altitude in an attempt to continue down on the glideslope; and instead we found ourselves well below the glideslope. This was definitely a learning experience.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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