Narrative:

On approach to teb, we crossed vings intersection at 2000 ft and 12.5 DME on the ILS runway 6 approach. After passing vings, we were asked to descend to 1500 ft, mandatory crossing altitude. In starting the descent via the localizer down to 1500 ft, we were 'yelled at' by the approach controller. We were at 1800 ft when we were 'yelled at' by new york. He informed us that he needed us at 1500 ft for northbound departures out of newark. At this time we had not reached dandy intersection. He stated, 'if we reviewed our approach plate we would recognize 1500 ft was a mandatory altitude.' we began a faster descent and leveled at 1500 ft for GS interception. In noticing that we never received any GS indications, I don't understand how it is possible that we were flying the approach incorrectly. 1500 ft is a mandatory altitude crossing, dandy intersection (6.4 DME) and not any sooner. I was very confused as to whether or not we had done something wrong. From my vantage point it didn't seem so but the controller was not very happy. In reviewing the approach plate I noticed that we would have intercepted the GS at the LOM but we would have started receiving indications right at dandy! We never received them until just after dandy, meaning we were never in the area of mandatory altitude when he was yelling at us to descend. This caused an already dangerous approach in gusting winds, snowy runway and low visibility to be much more dangerous. A contributing factor to the situation was an HSI that was showing errant localizer indications causing us to question what we were seeing on our instruments. The controller could have asked us to expedite our descent without adding serious stress to the already tense situation after a 3 hour flight.

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Original NASA ASRS Text

Title: ALTDEV WHEN A ROCKWELL COMMANDER FLT CREW FAILS TO START AN IMMEDIATE DSCNT TO 1500 FT AFTER PASSING VINGS INTXN DURING AN ILS APCH TO RWY 6 AT TEB, NJ.

Narrative: ON APCH TO TEB, WE CROSSED VINGS INTXN AT 2000 FT AND 12.5 DME ON THE ILS RWY 6 APCH. AFTER PASSING VINGS, WE WERE ASKED TO DSND TO 1500 FT, MANDATORY XING ALT. IN STARTING THE DSCNT VIA THE LOC DOWN TO 1500 FT, WE WERE 'YELLED AT' BY THE APCH CTLR. WE WERE AT 1800 FT WHEN WE WERE 'YELLED AT' BY NEW YORK. HE INFORMED US THAT HE NEEDED US AT 1500 FT FOR NBOUND DEPS OUT OF NEWARK. AT THIS TIME WE HAD NOT REACHED DANDY INTXN. HE STATED, 'IF WE REVIEWED OUR APCH PLATE WE WOULD RECOGNIZE 1500 FT WAS A MANDATORY ALT.' WE BEGAN A FASTER DSCNT AND LEVELED AT 1500 FT FOR GS INTERCEPTION. IN NOTICING THAT WE NEVER RECEIVED ANY GS INDICATIONS, I DON'T UNDERSTAND HOW IT IS POSSIBLE THAT WE WERE FLYING THE APCH INCORRECTLY. 1500 FT IS A MANDATORY ALT XING, DANDY INTXN (6.4 DME) AND NOT ANY SOONER. I WAS VERY CONFUSED AS TO WHETHER OR NOT WE HAD DONE SOMETHING WRONG. FROM MY VANTAGE POINT IT DIDN'T SEEM SO BUT THE CTLR WAS NOT VERY HAPPY. IN REVIEWING THE APCH PLATE I NOTICED THAT WE WOULD HAVE INTERCEPTED THE GS AT THE LOM BUT WE WOULD HAVE STARTED RECEIVING INDICATIONS RIGHT AT DANDY! WE NEVER RECEIVED THEM UNTIL JUST AFTER DANDY, MEANING WE WERE NEVER IN THE AREA OF MANDATORY ALT WHEN HE WAS YELLING AT US TO DSND. THIS CAUSED AN ALREADY DANGEROUS APCH IN GUSTING WINDS, SNOWY RWY AND LOW VISIBILITY TO BE MUCH MORE DANGEROUS. A CONTRIBUTING FACTOR TO THE SIT WAS AN HSI THAT WAS SHOWING ERRANT LOC INDICATIONS CAUSING US TO QUESTION WHAT WE WERE SEEING ON OUR INSTS. THE CTLR COULD HAVE ASKED US TO EXPEDITE OUR DSCNT WITHOUT ADDING SERIOUS STRESS TO THE ALREADY TENSE SIT AFTER A 3 HR FLT.

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.