Narrative:

Being handed off to indy approach we were initially given 23R. We had briefed on ILS 23L. We immediately set up for 23R. Approach then offered 23L which we accepted. This was close to 10;000. As pilot flying I was close to glideslope and 250 KTS and my intention was to stay on glideslope and slow down. We were given direct clang and maintain 7;000 ft until established and cleared for the approach. I went to heading mode and flew the aircraft for clang; a technique I use at times to prevent autopilot oscillations when capturing the localizer. I did not account for the 50 KT crosswind and was pushed off course. I did not intercept prior to clang and was recleared to isola maintain 5;000 cleared for the approach. The pilot not flying had recommended using nav mode for clang which I had elected not to do. As I was focusing on my lateral correction we had an alt cap and I scrolled in a lower altitude of 1;500 ft to prevent alt cap again during the approach. Glideslope intercept at the FAF is 2;700. My scroll was non standard and performed quickly as I was correcting for the crosswinds lateral deviation. As we finally became established the pilot not flying challenged me on our altitude as we were descending through 2;300 outside the FAF. I turned off the autopilot and arrested the descent passing through 2;200. As this was happening we received a low altitude alert from approach. We told him we were correcting and had the airport in sight. Approach cleared us for the visual approach. I climbed to 2;700 ft and captured glideslope at the final approach fix. The remaining approach was flown via profile.causal factors:1) the late switch of runways. 2) not utilizing nav mode on the approach 3) improper wind correction using the heading mode. 4) the non standard roll in of the altitude alerter; performed improperly on all accounts; wrong person wrong altitude. 5) the fixation on my lateral deviation resulted in the vertical deviation. The steps that stopped the error chain: 1) pilot not flying challenge on altitude reinforced by ATC 2) pilot flying immediately turning off the autopilot remedies:1) request the runway I had initially briefed. 2) use nav mode; though at the time my CRJ50 experience tells me it still might not have captured. 3) non standard altitude alerter procedure which was performed because I felt the approach slipping away. 4) obviously slow down; break it off and set up again properly.

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Original NASA ASRS Text

Title: CRJ700 flight crew describe the circumstances surrounding course and altitude deviations during an ILS approach in VMC.

Narrative: Being handed off to Indy Approach we were initially given 23R. We had briefed on ILS 23L. We immediately set up for 23R. Approach then offered 23L which we accepted. This was close to 10;000. As Pilot Flying I was close to glideslope and 250 KTS and my intention was to stay on glideslope and slow down. We were given direct CLANG and maintain 7;000 FT until established and cleared for the approach. I went to heading mode and flew the aircraft for CLANG; a technique I use at times to prevent autopilot oscillations when capturing the localizer. I did not account for the 50 KT crosswind and was pushed off course. I did not intercept prior to CLANG and was recleared to ISOLA maintain 5;000 cleared for the approach. The Pilot Not Flying had recommended using Nav mode for CLANG which I had elected not to do. As I was focusing on my lateral correction we had an Alt Cap and I scrolled in a lower altitude of 1;500 FT to prevent Alt Cap again during the approach. Glideslope intercept at the FAF is 2;700. My scroll was non standard and performed quickly as I was correcting for the crosswinds lateral deviation. As we finally became established the pilot not flying challenged me on our altitude as we were descending through 2;300 outside the FAF. I turned off the autopilot and arrested the descent passing through 2;200. As this was happening we received a low altitude alert from Approach. We told him we were correcting and had the airport in sight. Approach cleared us for the visual approach. I climbed to 2;700 FT and captured glideslope at the final approach fix. The remaining approach was flown via profile.Causal factors:1) The late switch of runways. 2) Not utilizing Nav mode on the approach 3) Improper wind correction using the heading mode. 4) The non standard roll in of the altitude alerter; performed improperly on all accounts; wrong person wrong altitude. 5) The fixation on my lateral deviation resulted in the vertical deviation. The steps that stopped the error chain: 1) Pilot not flying challenge on altitude reinforced by ATC 2) Pilot flying immediately turning off the autopilot Remedies:1) Request the runway I had initially briefed. 2) Use Nav mode; though at the time my CRJ50 experience tells me it still might not have captured. 3) Non Standard altitude alerter procedure which was performed because I felt the approach slipping away. 4) Obviously slow down; break it off and set up again properly.

Data retrieved from NASA's ASRS site as of April 2012 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.