Narrative:

We were cleared for the RNAV runway 36 approach to maintain 3;000 until senna and to contact tower. We intercepted the final approach and at senna descended to 2;200 ft. When the autopilot captured 2;200 ft I reset the altitude alert to 1;200 for the next descent to the step down fix; maztt. This is our standard procedure which we use during our recurrent training. At this point; as pilot not flying; I started the before landing checklist and during the checklist I noticed ice on the windscreen and advised the pilot flying that I was turning on the windshield bleed air. I then continued with the landing checklist during which time I noticed ground contact out the side window and advised the pilot flying. During the end of the checklist the tower issued a low altitude alert and I quickly looked at the altimeter and mfd and advised the pilot flying that we should be at 2;200 until the FAF; frzzn. The pilot flying arrested the descent and initiated a climb to 2;200 and also advised me of the airport in sight. I rogered for the low altitude alert and then advised the tower that the airport was in sight and they cleared us for a visual approach. We proceeded normally to the runway and landed. We both had reviewed and briefed the approach plate and the minimum altitudes as well as the step down fix between the FAF and the end of the runway. The pilot flying said he advised me that he was leaving 2;200 for 1;200 but indicated that I did not respond to his statement. At this time I was probably engaged in the landing checklist/windshield activity and not monitoring the flight instruments as I normally would. I plan to recommend several changes to our approach procedures: 1. Do not preset the altitude alerter to the next lower altitude until approaching the descent fix. 2. If a glide slope is available use it for the descent. 3. Make a verbal response mandatory when changing altitudes on approach. 4. Have two copies of the approach plate available instead of sharing one. 5. Even though it will take longer to complete the landing checklist the pilot not flying must share his attention between the checklist items and monitoring the instruments.

Related reports:

Google
 

Original NASA ASRS Text

Title: A CE650 Captain described an early descent by the pilot flying during the RNAV 36 approach to GRB. Tower issued a low altitude alert when the aircraft began descent to 1;200 FT prior to FRZZN.

Narrative: We were cleared for the RNAV Runway 36 approach to maintain 3;000 until SENNA and to contact Tower. We intercepted the final approach and at SENNA descended to 2;200 FT. When the autopilot captured 2;200 FT I reset the altitude alert to 1;200 for the next descent to the step down fix; MAZTT. This is our standard procedure which we use during our recurrent training. At this point; as pilot not flying; I started the before landing checklist and during the checklist I noticed ice on the windscreen and advised the pilot flying that I was turning on the windshield bleed air. I then continued with the landing checklist during which time I noticed ground contact out the side window and advised the pilot flying. During the end of the checklist the Tower issued a low altitude alert and I quickly looked at the altimeter and MFD and advised the pilot flying that we should be at 2;200 until the FAF; FRZZN. The pilot flying arrested the descent and initiated a climb to 2;200 and also advised me of the airport in sight. I Rogered for the low altitude alert and then advised the Tower that the airport was in sight and they cleared us for a visual approach. We proceeded normally to the runway and landed. We both had reviewed and briefed the approach plate and the minimum altitudes as well as the step down fix between the FAF and the end of the runway. The pilot flying said he advised me that he was leaving 2;200 for 1;200 but indicated that I did not respond to his statement. At this time I was probably engaged in the landing checklist/windshield activity and not monitoring the flight instruments as I normally would. I plan to recommend several changes to our approach procedures: 1. Do not preset the altitude alerter to the next lower altitude until approaching the descent fix. 2. If a glide slope is available use it for the descent. 3. Make a verbal response mandatory when changing altitudes on approach. 4. Have two copies of the approach plate available instead of sharing one. 5. Even though it will take longer to complete the landing checklist the pilot not flying must share his attention between the checklist items and monitoring the instruments.

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.