Narrative:

When preparing for departure the ATIS is not available via ACARS or through a recorded phone line; so the recent metar was obtained through the app. The wind information and current notams (runway 33 GS OTS) steered us toward expecting the localizer 33 upon arrival into btv. We were expecting a quick and compressed descent into btv so we started our approach preparation duties early; the arrival ATIS again was not obtainable during this time because we were too far out to listen on the radio. So again; I obtained the latest metar from the app. Still expecting the localizer 33. Upon hand off to btv approach we were given the choice of either the GPS Y or the GPS Z to 33. The captain responded that we would like something other than the RNAV. The controller did not respond. After a period of time we told the controller the GPS Z. We briefed and set up for the RNAV Z. The controller gave us a vector and a clearance for GPS Z. While on the intercept for the final approach course the aircraft started descending below the vectoring altitude. Noticing this error we decided to break off the approach and started a climb back to the vectoring altitude. Upon starting this we received a 'caution terrain' annunciation. Since we were already adjusting our flight path up to vectoring altitude the terrain annunciation quickly ceased. We requested vectors for the localizer 33 and finally given that; continued and landed normally. A quick change of the expected approach contributed to task saturation near the approach phase of flight and pushed the crew from green to yellow on the tem; leading to an altitude deviation. The first and foremost lesson is that a few minutes is certainly not enough time to set up and brief a GPS approach adequately. We should have simply stated that we did not expect this approach and will need extra time to set up for it and requested delaying vectors. This would have been the biggest barrier we could have used in this situation. Second lesson learned is when flying into an airport without digital ATIS services is to get approach information directly from ATC; that way everyone is in the loop and nothing is unexpected.

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Original NASA ASRS Text

Title: An Embraer ERJ flight crew reported that while on the intercept for the final approach course the aircraft descended below the vectoring altitude.

Narrative: When preparing for departure the ATIS is not available via ACARS or through a recorded phone line; so the recent METAR was obtained through the app. The wind information and current NOTAMs (RWY 33 GS OTS) steered us toward expecting the LOC 33 upon arrival into BTV. We were expecting a quick and compressed descent into BTV so we started our approach preparation duties early; the arrival ATIS again was not obtainable during this time because we were too far out to listen on the radio. So again; I obtained the latest METAR from the app. Still expecting the LOC 33. Upon hand off to BTV approach we were given the choice of either the GPS Y or the GPS Z to 33. The captain responded that we would like something other than the RNAV. The controller did not respond. After a period of time we told the controller the GPS Z. We briefed and set up for the RNAV Z. The controller gave us a vector and a clearance for GPS Z. While on the intercept for the final approach course the aircraft started descending below the vectoring altitude. Noticing this error we decided to break off the approach and started a climb back to the vectoring altitude. Upon starting this we received a 'Caution Terrain' annunciation. Since we were already adjusting our flight path up to vectoring altitude the terrain annunciation quickly ceased. We requested vectors for the LOC 33 and finally given that; continued and landed normally. A quick change of the expected approach contributed to task saturation near the approach phase of flight and pushed the crew from Green to yellow on the TEM; leading to an altitude deviation. The first and foremost lesson is that a few minutes is certainly not enough time to set up and brief a GPS approach adequately. We should have simply stated that we did not expect this approach and will need extra time to set up for it and requested delaying vectors. This would have been the biggest barrier we could have used in this situation. Second lesson learned is when flying into an airport without digital ATIS services is to get approach information directly from ATC; that way everyone is in the loop and nothing is unexpected.

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.