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G1159 first officer reports descending early on the VOR DME or GPS-B approach to vny; resulting in an egpws terrain warning.
| Attributes | |
| ACN | 1099064 |
| Time | |
| Date | 201306 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | VNY.Airport |
| State Reference | CA |
| Environment | |
| Flight Conditions | IMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Gulfstream II (G1159) |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Final Approach |
| Route In Use | Visual Approach |
| Flight Plan | IFR |
| Person 1 | |
| Function | First Officer Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine Flight Crew Instrument Flight Crew Flight Instructor |
| Experience | Flight Crew Last 90 Days 60 Flight Crew Total 4000 Flight Crew Type 1700 |
| Events | |
| Anomaly | Deviation - Altitude Crossing Restriction Not Met Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Published Material / Policy Inflight Event / Encounter CFTT / CFIT |
| Miss Distance | Horizontal 4000 Vertical 1000 |
Narrative:
This was a part 91 positioning leg; so the captain gave me this empty leg to vny. A weather system had moved into the western region and ATC had given us a number of heading a speed changes as we descended into vny. During this time the captain (pilot not flying) had setup the FMS for the VOR/DME or GPS-B approach into vny. At this point we were flaps 20 and the approach in range checklist had been completed. ATC gave us a vector onto the approach; instructed us to descend and maintain 4;900 [ft] and cleared us for the approach. I called for the gear down before landing checklist. At that time I had the autopilot engaged as we were encountering turbulence and IMC. About 200 ft before our assigned altitude; I looked to confirm that the autopilot was about to capture; but the altitude select (altitude sel) had kicked off. I pressed altitude sel again but it would not engage. I disconnected the autopilot and called autopilot disengaged and maintained 4;900 and was hand flying the approach. The captain (pilot not flying) was finishing the gear down before landing checklist. The captain (pilot not flying) bugged 3;400 [ft] and I began a descent. After leveling off I asked how far to the final approach fix. He did not respond. I asked again he did not respond as he was busy with his duty. Finally I ask him what was our next altitude he said 2;500 and I asked if we were clear to descend and I thought I heard; 'yes.' I began a descent to 2;500 and we broke out of IMC around 3;300 and realized we descended just before the final approach fix. We received a terrain warning and immediately initiated a climb back to 3;400. We were in VMC during the climb and were able to maintain visual separation; so we requested a visual approach to the airport. Once we were on the ground we discussed our breakdown in communication and situational awareness. We discussed the event with our chief pilot and I have also reviewed our company's standard operating procedures for non precision approaches.
Original NASA ASRS Text
Title: G1159 First Officer reports descending early on the VOR DME or GPS-B approach to VNY; resulting in an EGPWS terrain warning.
Narrative: This was a Part 91 positioning leg; so the Captain gave me this empty leg to VNY. A weather system had moved into the western region and ATC had given us a number of heading a speed changes as we descended into VNY. During this time the Captain (Pilot Not Flying) had setup the FMS for the VOR/DME or GPS-B approach into VNY. At this point we were Flaps 20 and the Approach in Range Checklist had been completed. ATC gave us a vector onto the approach; instructed us to descend and maintain 4;900 [FT] and cleared us for the approach. I called for the Gear Down Before Landing Checklist. At that time I had the autopilot engaged as we were encountering turbulence and IMC. About 200 FT before our assigned altitude; I looked to confirm that the autopilot was about to capture; but the altitude select (ALT SEL) had kicked off. I pressed ALT SEL again but it would not engage. I disconnected the autopilot and called autopilot disengaged and maintained 4;900 and was hand flying the approach. The Captain (pilot not flying) was finishing the Gear Down Before Landing Checklist. The Captain (pilot not flying) bugged 3;400 [FT] and I began a descent. After leveling off I asked how far to the final approach fix. He did not respond. I asked again he did not respond as he was busy with his duty. Finally I ask him what was our next altitude he said 2;500 and I asked if we were clear to descend and I thought I heard; 'Yes.' I began a descent to 2;500 and we broke out of IMC around 3;300 and realized we descended just before the final approach fix. We received a terrain warning and immediately initiated a climb back to 3;400. We were in VMC during the climb and were able to maintain visual separation; so we requested a visual approach to the airport. Once we were on the ground we discussed our breakdown in communication and situational awareness. We discussed the event with our Chief Pilot and I have also reviewed our company's Standard Operating Procedures for non precision approaches.
Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.