LJ35 localizer runway 27L, ptk, descended below publication altitude, experienced bird strikes.

Attributes
ACN	569346
Time
Date	200212
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : ptk.airport
State Reference	MI
Altitude	msl single value : 2500
Environment
Flight Conditions	Marginal
Weather Elements	Snow Ice Turbulence
Light	Dusk
Aircraft 1
Controlling Facilities	tracon : d21.tracon tower : ptk.tower
Operator	Other
Make Model Name	Learjet 35
Operating Under FAR Part	Part 135
Navigation In Use	ils localizer only : 27l
Flight Phase	descent : approach
Route In Use	approach : instrument precision
Flight Plan	IFR
Person 1
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument pilot : cfi pilot : multi engine
Experience	flight time last 90 days : 190 flight time total : 1850 flight time type : 180
ASRS Report	569346
Person 2
Affiliation	company other
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 200 flight time total : 14800 flight time type : 4100
ASRS Report	569344
Events
Anomaly	altitude deviation : excursion from assigned altitude inflight encounter : birds inflight encounter : weather non adherence : far non adherence : published procedure other anomaly
Independent Detector	atc equipment : msaw other controllera other controllerb other flight crewa other flight crewb
Resolutory Action	flight crew : became reoriented
Consequence	faa : reviewed incident with flight crew
Supplementary
Problem Areas	Weather Flight Crew Human Performance Environmental Factor
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

While being vectored for the localizer back course for runway 27L at pontiac, michigan, we were experiencing moderate rime and mixed icing conditions with 2 1/2 mi visibility. ATC issued us a final vector with the clearance 'maintain 3000 ft until established.' once established, we began our descent to the published 2300 ft. At 2500 ft, approach control called us with an altitude alert reporting the altimeter setting to be 29.59, which conflicted with the current ATIS, which reported an altimeter setting of 29.49. Furthermore, approach had previously reported an altimeter setting of 29.59. Once we reached 2300 ft, we had numerous bird strikes, were switched to tower control, which issued us an altitude alert with an altimeter setting of 29.49, antiskid lights were illuminated, and the stick puller activated. I told the captain we were 300 ft below the 2300 ft min altitude, he acknowledged my statement, and I finished checking the items on the checklist addressing the antiskid and stick puller. At this time, the captain took over visually and landed. Once we exited the plane, we saw numerous blood spots on the left side of the fuselage and gear, however, there was no damage to the airplane. I feel that the best way to avoid this situation, would have been to execute a missed approach, rather than trying to complete checklists, handle bird strikes, and talk to ATC.

Original NASA ASRS Text

Title: LJ35 LOC RWY 27L, PTK, DSNDED BELOW PUB ALT, EXPERIENCED BIRD STRIKES.

Narrative: WHILE BEING VECTORED FOR THE LOC BACK COURSE FOR RWY 27L AT PONTIAC, MICHIGAN, WE WERE EXPERIENCING MODERATE RIME AND MIXED ICING CONDITIONS WITH 2 1/2 MI VISIBILITY. ATC ISSUED US A FINAL VECTOR WITH THE CLRNC 'MAINTAIN 3000 FT UNTIL ESTABLISHED.' ONCE ESTABLISHED, WE BEGAN OUR DSCNT TO THE PUBLISHED 2300 FT. AT 2500 FT, APCH CTL CALLED US WITH AN ALT ALERT RPTING THE ALTIMETER SETTING TO BE 29.59, WHICH CONFLICTED WITH THE CURRENT ATIS, WHICH RPTED AN ALTIMETER SETTING OF 29.49. FURTHERMORE, APCH HAD PREVIOUSLY RPTED AN ALTIMETER SETTING OF 29.59. ONCE WE REACHED 2300 FT, WE HAD NUMEROUS BIRD STRIKES, WERE SWITCHED TO TWR CTL, WHICH ISSUED US AN ALT ALERT WITH AN ALTIMETER SETTING OF 29.49, ANTISKID LIGHTS WERE ILLUMINATED, AND THE STICK PULLER ACTIVATED. I TOLD THE CAPT WE WERE 300 FT BELOW THE 2300 FT MIN ALT, HE ACKNOWLEDGED MY STATEMENT, AND I FINISHED CHKING THE ITEMS ON THE CHKLIST ADDRESSING THE ANTISKID AND STICK PULLER. AT THIS TIME, THE CAPT TOOK OVER VISUALLY AND LANDED. ONCE WE EXITED THE PLANE, WE SAW NUMEROUS BLOOD SPOTS ON THE L SIDE OF THE FUSELAGE AND GEAR, HOWEVER, THERE WAS NO DAMAGE TO THE AIRPLANE. I FEEL THAT THE BEST WAY TO AVOID THIS SIT, WOULD HAVE BEEN TO EXECUTE A MISSED APCH, RATHER THAN TRYING TO COMPLETE CHKLISTS, HANDLE BIRD STRIKES, AND TALK TO ATC.

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.