Large transport descends below GS intercept altitude.

Attributes
ACN	295460
Time
Date	199502
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : uuee
State Reference	FO
Altitude	agl bound lower : 900 agl bound upper : 1600
Environment
Flight Conditions	IMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : uuee tower : dfw
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	descent : approach
Route In Use	enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : instrument pilot : atp pilot : commercial
Experience	flight time last 90 days : 165 flight time total : 10000 flight time type : 800
ASRS Report	295460
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 210 flight time total : 15000 flight time type : 4000
ASRS Report	295278
Events
Anomaly	altitude deviation : overshoot non adherence : clearance other anomaly other
Independent Detector	other controllera other flight crewa
Resolutory Action	flight crew : became reoriented 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:

Approaching moscow, we were required to hold for 30 min as runway 25L was plowed for snow. The holding pattern was 20 NM west of the airport. We held at 7500 meters (FL246), I obtained information 'D' (ATIS). Moscow approach control instructed us to depart the holding fix and proceed to the airport, we were given radar vectors to the north and east of the airport for the runway 25L ILS approach. With the exception of setting the altimeters to QFE, the descent and approach checklists were completed on downwind. We were given 7 different altitudes to maintain between departing the holding fix and intercepting final approach. Each altitude given was in meters which we had to convert to feet. In addition, we informed the controller on downwind we had 'D' information which we acknowledged. On base, with a different controller, he said the information was now 'F' which he instructed us to get. While this dialogue was occurring, we were given a very tight traffic pattern, which required a high rate of descent (2500 FPM). When we were able to determine the correct altimeter setting in QFE, we were on base leg, cleared to descend to final approach altitude, and cleared for the approach. The PF was very busy and only de- selected 29.92 inches on his altimeter without setting local QFE. Since he still had the departure airport altimeter setting we were approximately 700 ft low. Both pilots and moscow approach recognized the problem simultaneously. Altitude was maintained until the GS was intercepted. No further problems. Supplemental information from acn 295278: problem causes: fatigue, language differences, meters to ft altitude conversion, high descent rate. Prevent re-occurrence: preset 'qfs' altimeter setting above the transition level and have it ready to change over upon descent below the trans/level. Don't accept a high descent type approach -- ask for extended downwind and base leg. PF (2 man crew) should use the autoplt as much as possible. This would allow him to set the 'FCU' panel (altitude, heading, airspeed) while the PNF handled altitude conversion, ATC radio and language problems.

Original NASA ASRS Text

Title: LGT DSNDS BELOW GS INTERCEPT ALT.

Narrative: APCHING MOSCOW, WE WERE REQUIRED TO HOLD FOR 30 MIN AS RWY 25L WAS PLOWED FOR SNOW. THE HOLDING PATTERN WAS 20 NM W OF THE ARPT. WE HELD AT 7500 METERS (FL246), I OBTAINED INFO 'D' (ATIS). MOSCOW APCH CTL INSTRUCTED US TO DEPART THE HOLDING FIX AND PROCEED TO THE ARPT, WE WERE GIVEN RADAR VECTORS TO THE N AND E OF THE ARPT FOR THE RWY 25L ILS APCH. WITH THE EXCEPTION OF SETTING THE ALTIMETERS TO QFE, THE DSCNT AND APCH CHKLISTS WERE COMPLETED ON DOWNWIND. WE WERE GIVEN 7 DIFFERENT ALTS TO MAINTAIN BTWN DEPARTING THE HOLDING FIX AND INTERCEPTING FINAL APCH. EACH ALT GIVEN WAS IN METERS WHICH WE HAD TO CONVERT TO FEET. IN ADDITION, WE INFORMED THE CTLR ON DOWNWIND WE HAD 'D' INFO WHICH WE ACKNOWLEDGED. ON BASE, WITH A DIFFERENT CTLR, HE SAID THE INFO WAS NOW 'F' WHICH HE INSTRUCTED US TO GET. WHILE THIS DIALOGUE WAS OCCURRING, WE WERE GIVEN A VERY TIGHT TFC PATTERN, WHICH REQUIRED A HIGH RATE OF DSCNT (2500 FPM). WHEN WE WERE ABLE TO DETERMINE THE CORRECT ALTIMETER SETTING IN QFE, WE WERE ON BASE LEG, CLRED TO DSND TO FINAL APCH ALT, AND CLRED FOR THE APCH. THE PF WAS VERY BUSY AND ONLY DE- SELECTED 29.92 INCHES ON HIS ALTIMETER WITHOUT SETTING LCL QFE. SINCE HE STILL HAD THE DEP ARPT ALTIMETER SETTING WE WERE APPROX 700 FT LOW. BOTH PLTS AND MOSCOW APCH RECOGNIZED THE PROB SIMULTANEOUSLY. ALT WAS MAINTAINED UNTIL THE GS WAS INTERCEPTED. NO FURTHER PROBS. SUPPLEMENTAL INFO FROM ACN 295278: PROB CAUSES: FATIGUE, LANGUAGE DIFFERENCES, METERS TO FT ALT CONVERSION, HIGH DSCNT RATE. PREVENT RE-OCCURRENCE: PRESET 'QFS' ALTIMETER SETTING ABOVE THE TRANSITION LEVEL AND HAVE IT READY TO CHANGE OVER UPON DSCNT BELOW THE TRANS/LEVEL. DON'T ACCEPT A HIGH DSCNT TYPE APCH -- ASK FOR EXTENDED DOWNWIND AND BASE LEG. PF (2 MAN CREW) SHOULD USE THE AUTOPLT AS MUCH AS POSSIBLE. THIS WOULD ALLOW HIM TO SET THE 'FCU' PANEL (ALT, HDG, AIRSPD) WHILE THE PNF HANDLED ALT CONVERSION, ATC RADIO AND LANGUAGE PROBS.

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.