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A cpr mdt jet crew flew well below the ILS runway 25L flight path at lax. Error admitted. Multiple altdevs.
| Attributes | |
| ACN | 352808 |
| Time | |
| Date | 199611 |
| Day | Fri |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : lax |
| State Reference | CA |
| Altitude | msl bound lower : 6300 msl bound upper : 6300 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : lax |
| Operator | general aviation : corporate |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 91 |
| Navigation In Use | Other Other |
| Flight Phase | descent : approach |
| Route In Use | approach : straight in arrival other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | Other |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 100 flight time total : 5000 flight time type : 1200 |
| ASRS Report | 352808 |
| Person 2 | |
| Affiliation | Other |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 95 flight time total : 12200 flight time type : 95 |
| ASRS Report | 352809 |
| Events | |
| Anomaly | altitude deviation : crossing restriction not met altitude deviation : overshoot conflict : airborne less severe inflight encounter : weather non adherence : clearance non adherence : published procedure |
| Independent Detector | other controllera |
| Resolutory Action | controller : issued new clearance flight crew : became reoriented other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
Flew civet 1 arrival to lax. We were cleared for ILS runway 25L approach of lax after arnes intersection. ATC assigned speed restrs prior to arnes starting from 250 KTS, 270 KTS, then 200 KTS. Crossed arnes at 10000 ft, then PF started descent on localizer to intercept and fly the GS. We were initially above the GS when we were given a speed reduction to 180 KT. At the same time we selected 2100 ft on altitude alerter to keep us above GS just before limma. Then we received a speed reduction to 160 KTS and shortly after that a reduction to 150 KTS. Brasilia aircraft traffic was simultaneously pointed out at 4 mi ahead of us. PF was trying to fly manually, slow the aircraft in increments, looking for the traffic. I was also looking for the traffic intensely since it was hazy and even though ATIS reported 7 SM visibility it was very hard to see. When I got back to the instruments, I noticed that we were below the GS and were passing fuelr descending through about 6500 ft at the same time ATC asked our altitude. I reported 6300 ft and correcting since I noticed we should have maintained 8000 ft till fuelr. ATC also pointed out that we should be at 8000 ft at fuelr and asked if I knew that. I answered 'yes.' ATC then said to maintain 3500 ft or above to hunda and cleared us for the ILS runway 25L approach. I believe that the deviation was caused by distrs of changing speed often, traffic pointed out by ATC and the WX condition. Deviation could have been avoided possibly by using autoplt/coupled approach, setting progressive altitudes for each fix on the altitude alerter.
Original NASA ASRS Text
Title: A CPR MDT JET CREW FLEW WELL BELOW THE ILS RWY 25L FLT PATH AT LAX. ERROR ADMITTED. MULTIPLE ALTDEVS.
Narrative: FLEW CIVET 1 ARR TO LAX. WE WERE CLRED FOR ILS RWY 25L APCH OF LAX AFTER ARNES INTXN. ATC ASSIGNED SPD RESTRS PRIOR TO ARNES STARTING FROM 250 KTS, 270 KTS, THEN 200 KTS. CROSSED ARNES AT 10000 FT, THEN PF STARTED DSCNT ON LOC TO INTERCEPT AND FLY THE GS. WE WERE INITIALLY ABOVE THE GS WHEN WE WERE GIVEN A SPD REDUCTION TO 180 KT. AT THE SAME TIME WE SELECTED 2100 FT ON ALT ALERTER TO KEEP US ABOVE GS JUST BEFORE LIMMA. THEN WE RECEIVED A SPD REDUCTION TO 160 KTS AND SHORTLY AFTER THAT A REDUCTION TO 150 KTS. BRASILIA ACFT TFC WAS SIMULTANEOUSLY POINTED OUT AT 4 MI AHEAD OF US. PF WAS TRYING TO FLY MANUALLY, SLOW THE ACFT IN INCREMENTS, LOOKING FOR THE TFC. I WAS ALSO LOOKING FOR THE TFC INTENSELY SINCE IT WAS HAZY AND EVEN THOUGH ATIS RPTED 7 SM VISIBILITY IT WAS VERY HARD TO SEE. WHEN I GOT BACK TO THE INSTS, I NOTICED THAT WE WERE BELOW THE GS AND WERE PASSING FUELR DSNDING THROUGH ABOUT 6500 FT AT THE SAME TIME ATC ASKED OUR ALT. I RPTED 6300 FT AND CORRECTING SINCE I NOTICED WE SHOULD HAVE MAINTAINED 8000 FT TILL FUELR. ATC ALSO POINTED OUT THAT WE SHOULD BE AT 8000 FT AT FUELR AND ASKED IF I KNEW THAT. I ANSWERED 'YES.' ATC THEN SAID TO MAINTAIN 3500 FT OR ABOVE TO HUNDA AND CLRED US FOR THE ILS RWY 25L APCH. I BELIEVE THAT THE DEV WAS CAUSED BY DISTRS OF CHANGING SPD OFTEN, TFC POINTED OUT BY ATC AND THE WX CONDITION. DEV COULD HAVE BEEN AVOIDED POSSIBLY BY USING AUTOPLT/COUPLED APCH, SETTING PROGRESSIVE ALTS FOR EACH FIX ON THE ALT ALERTER.
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.