Flight crew of medium large transport on ILS approach to pit descended early, corrected by approach ...

Attributes
ACN	133605
Time
Date	199001
Day	Wed
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : pit
State Reference	PA
Altitude	msl bound lower : 4000 msl bound upper : 5000
Environment
Flight Conditions	Mixed
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : pit tracon : cle
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Flight Phase	descent : approach descent other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : instrument pilot : commercial pilot : atp pilot : cfi
Experience	flight time last 90 days : 100 flight time total : 20000 flight time type : 4000
ASRS Report	133605
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : cfi pilot : atp pilot : instrument pilot : commercial
Experience	flight time last 90 days : 95 flight time total : 9400 flight time type : 3200
ASRS Report	133760
Events
Anomaly	altitude deviation : excursion from assigned altitude altitude deviation : crossing restriction not met non adherence : clearance non adherence : published procedure
Independent Detector	other controllera
Resolutory Action	flight crew : returned to intended course or assigned course other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

On approach to pittsburgh ILS 28R I looked at side profile of the approach plate. Kerrs shows 13.0 DME. Kerrs is the initial approach fix for an ILS to runway 28R. There is no DME on the ILS to 28R so I assumed the VOR on the airport (mmj 112.0) was to be used for DME. The first officer was flying and was tuned to the ILS (no DME). I selected mmj VOR 112.0 for DME. At 13 DME I advised the first officer he was at kerrs and could leave 5000 for 4000 to cofee. At 4700' controller advised us we were not yet at kerrs and to climb back to 5000'. A note on the top view of the approach plate shows kerrs is 11.2 DME from mmj. I have used this approach before but had missed the caution note. All other ILS apches to pittsburgh use DME to mmj on their ILS apches. I normally advise the first officer to stay at 5000 till glide slope intercept but with the excessive vectoring, airspeed reductions (150 KTS for us 20 mi out) it slipped my mind. (The ILS plate needs to show kerrs at 11.2 DME from mmj on the side profile as the rest of the apches do.)

Original NASA ASRS Text

Title: FLT CREW OF MLG ON ILS APCH TO PIT DESCENDED EARLY, CORRECTED BY APCH CTLR.

Narrative: ON APCH TO PITTSBURGH ILS 28R I LOOKED AT SIDE PROFILE OF THE APCH PLATE. KERRS SHOWS 13.0 DME. KERRS IS THE INITIAL APCH FIX FOR AN ILS TO RWY 28R. THERE IS NO DME ON THE ILS TO 28R SO I ASSUMED THE VOR ON THE ARPT (MMJ 112.0) WAS TO BE USED FOR DME. THE F/O WAS FLYING AND WAS TUNED TO THE ILS (NO DME). I SELECTED MMJ VOR 112.0 FOR DME. AT 13 DME I ADVISED THE F/O HE WAS AT KERRS AND COULD LEAVE 5000 FOR 4000 TO COFEE. AT 4700' CTLR ADVISED US WE WERE NOT YET AT KERRS AND TO CLIMB BACK TO 5000'. A NOTE ON THE TOP VIEW OF THE APCH PLATE SHOWS KERRS IS 11.2 DME FROM MMJ. I HAVE USED THIS APCH BEFORE BUT HAD MISSED THE CAUTION NOTE. ALL OTHER ILS APCHES TO PITTSBURGH USE DME TO MMJ ON THEIR ILS APCHES. I NORMALLY ADVISE THE F/O TO STAY AT 5000 TILL GLIDE SLOPE INTERCEPT BUT WITH THE EXCESSIVE VECTORING, AIRSPEED REDUCTIONS (150 KTS FOR US 20 MI OUT) IT SLIPPED MY MIND. (THE ILS PLATE NEEDS TO SHOW KERRS AT 11.2 DME FROM MMJ ON THE SIDE PROFILE AS THE REST OF THE APCHES DO.)

Data retrieved from NASA's ASRS site as of July 2007 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.

Flight crew of medium large transport on ILS approach to pit descended early, corrected by approach controller.