Narrative:

Upon initial approach to ith; elmira approach control issued a clearance for the ILS 32 into ith from the cfb transition; cross cfb at or above 4000. When given the clearance; we were 3 NM from cfb. The approach was already briefed as radar vectors for the ILS by the ca/PF (captain/pilot flying). I was asked to reload the approach in the FMS with the cfb transition; which was done on the ca side FMS. Once complete I cross filled the flight plan/approach to my side FMS. As pm (pilot monitoring) I became task saturated when the approach did not transfer correctly to my FMS and had to be re-sequenced appropriately. While this was occurring; ca queried me as to the altitude for the transition from cfb to occie on the approach. Due to the proximity of the aircraft; small print on the approach plate; and speed of the events occurring; we both agreed our altitude was to be 3;000 ft. We had both misinterpreted the plate based on our location; and descended to 3;000 as opposed to the 3;400 for the transition. Once on final outside of it outer marker; we received a landing gear GPWS warning due to a sharp rise in terrain at our location and aircraft configuration. The warning was brief. Prior to being handed off; approach queried us on our altitude to which we responded 3;000. By that point we were VMC and had the runway in sight. Normal landing was made from that point. Identification: GPWS warning; ca and I both agreed after ATC query that we could have remained at 4000 until established on the final approach course and intercepted the GS from that altitude. This would have prevented the GPWS. Cause: ATC clearance for the full ILS 32 from cfb transition was issued in close proximity to cfb approaching ith. Although the approach was briefed; we did not have the transition loaded correctly in the FMS. The combination of my distraction with reloading the procedure and cross fill error in the FMS along with rushed timing to do so lead to missed verification of the appropriate altitude for the segment of the approach. This later lead to a GPWS warning on the final approach course. Response: interception of the GS was made and no further correction was needed. In hindsight; we agreed we could have requested vectors to the final as opposed to accepting the transition and it would have reduced workload and error at that point during the approach.

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Original NASA ASRS Text

Title: First Officer reported becoming task saturated due to ATC clearance modification resulting in altitude excursion and momentary EGPWS Alert. Fight completed an uneventful landing.

Narrative: Upon initial approach to ITH; Elmira Approach Control issued a clearance for the ILS 32 into ITH from the CFB transition; cross CFB at or above 4000. When given the clearance; we were 3 NM from CFB. The approach was already briefed as radar vectors for the ILS by the CA/PF (Captain/Pilot Flying). I was asked to reload the approach in the FMS with the CFB transition; which was done on the CA side FMS. Once complete I cross filled the flight plan/approach to my side FMS. As PM (Pilot Monitoring) I became task saturated when the approach did not transfer correctly to my FMS and had to be re-sequenced appropriately. While this was occurring; CA queried me as to the altitude for the transition from CFB to OCCIE on the approach. Due to the proximity of the aircraft; small print on the approach plate; and speed of the events occurring; we both agreed our altitude was to be 3;000 ft. We had both misinterpreted the plate based on our location; and descended to 3;000 as opposed to the 3;400 for the transition. Once on final outside of IT outer marker; we received a LANDING GEAR GPWS warning due to a sharp rise in terrain at our location and aircraft configuration. The warning was brief. Prior to being handed off; Approach queried us on our altitude to which we responded 3;000. By that point we were VMC and had the runway in sight. Normal landing was made from that point. Identification: GPWS warning; CA and I both agreed after ATC query that we could have remained at 4000 until established on the final approach course and intercepted the GS from that altitude. This would have prevented the GPWS. Cause: ATC clearance for the full ILS 32 from CFB transition was issued in close proximity to CFB approaching ITH. Although the approach was briefed; we did not have the transition loaded correctly in the FMS. The combination of my distraction with reloading the procedure and cross fill error in the FMS along with rushed timing to do so lead to missed verification of the appropriate altitude for the segment of the approach. This later lead to a GPWS warning on the final approach course. Response: Interception of the GS was made and no further correction was needed. In hindsight; we agreed we could have requested vectors to the final as opposed to accepting the transition and it would have reduced workload and error at that point during the approach.

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.