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A widebody crew on approach to mia runway 9 described the confusion and work overload after ATC assigned the RNAV GPS 8L from the previously briefed runway 9 ILS. The close in approach change required ipad activation; FMS programming and heavy crew activity resulting in track deviations and an eight hundred foot altitude excursion.
| Attributes | |
| ACN | 1317320 |
| Time | |
| Date | 201512 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | MIA.Airport |
| State Reference | FL |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Widebody Low Wing 2 Turbojet Eng |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Initial Approach |
| Route In Use | STAR SSCOT3 |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | FMS/FMC |
| Person 1 | |
| Function | First Officer Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Person 2 | |
| Function | Pilot Not Flying Captain |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Experience | Flight Crew Total 27000 |
| Events | |
| Anomaly | ATC Issue All Types Deviation - Altitude Excursion From Assigned Altitude Deviation - Altitude Undershoot Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy Flight Deck / Cabin / Aircraft Event Illness |
Narrative:
We were on the sscot three RNAV arrival inside of walip leveled off at 3;000. I was the pilot flying (PF) using LNAV and VNAV when given the RNAV GPS [runway] 8L at mia. The captain (ca) was attempting to clean up the FMC as it had the next waypoint behind us instead of in front of us (incorrect routing and mileage was showing) which was due to my reselecting both the runway and sscot arrival. (I should have only selected the new change of runway.) approximately 15-18 miles from the runway the controller said he showed us at 2;300 feet. While we had 3;000 feet showing in the MCP window; we had in fact descended. I was unclear as to why the aircraft left 3;000 feet as I had been in VNAV path along with LNAV. I disconnected the ap so as to try to regain the 3000 as smoothly as I could without being abrupt. Once we recaptured the altitude; I reengaged the ap and immediately lowered the gear thinking we were over vicuv which slowed up the airspeed. (We were in and out of IMC buildups but had visual with the field about 5 -7miles from the runway.) once we were actually at vicuv; I had regained airspeed and called for rest of flaps so as to be fully configured and stable by 1;000 feet. I made my 'stable' call out at 1000 while ca made his at 500 feet and landed uneventfully runway 8L. In our scenario; I do not need to reselect the arrival along with the runway as this caused the ca to be heads down cleaning up the legs page. I had lost my situational awareness between walip and vicuv due to the mileage reading incorrectly. I should have kept verifying on the FMA that we were in VNAV pth so as not to start an early descent. In the future; I will more carefully reselect the new rwy approach when given a change of runway. I will also ensure on the FMA that I am continuously in either VNAV pth or altitude hold.
Original NASA ASRS Text
Title: A widebody crew on approach to MIA Runway 9 described the confusion and work overload after ATC assigned the RNAV GPS 8L from the previously briefed Runway 9 ILS. The close in approach change required iPad activation; FMS programming and heavy crew activity resulting in track deviations and an eight hundred foot altitude excursion.
Narrative: We were on the SSCOT THREE RNAV arrival inside of WALIP leveled off at 3;000. I was the Pilot Flying (PF) using LNAV and VNAV when given the RNAV GPS [Runway] 8L at MIA. The Captain (CA) was attempting to clean up the FMC as it had the next waypoint behind us instead of in front of us (incorrect routing and mileage was showing) which was due to my reselecting both the runway and SSCOT arrival. (I should have only selected the new change of runway.) Approximately 15-18 miles from the runway the controller said he showed us at 2;300 feet. While we had 3;000 feet showing in the MCP window; we had in fact descended. I was unclear as to why the aircraft left 3;000 feet as I had been in VNAV path along with LNAV. I disconnected the AP so as to try to regain the 3000 as smoothly as I could without being abrupt. Once we recaptured the altitude; I reengaged the AP and immediately lowered the gear thinking we were over VICUV which slowed up the airspeed. (We were in and out of IMC buildups but had visual with the field about 5 -7miles from the runway.) Once we were actually at VICUV; I had regained airspeed and called for rest of flaps so as to be fully configured and stable by 1;000 feet. I made my 'stable' call out at 1000 while CA made his at 500 feet and landed uneventfully runway 8L. In our scenario; I do not need to reselect the arrival along with the runway as this caused the CA to be heads down cleaning up the legs page. I had lost my Situational Awareness between WALIP and VICUV due to the mileage reading incorrectly. I should have KEPT verifying on the FMA that we were in VNAV PTH so as not to start an early descent. In the future; I will more carefully reselect the new rwy approach when given a change of runway. I will also ensure on the FMA that I am continuously in either VNAV PTH or ALT HOLD.
Data retrieved from NASA's ASRS site 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.