B747 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Distraction; Situational Awareness
Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented
Human Factors
I was pilot flying; weather IMC with haze; autopilot on during approach. We were given a heading to intercept final approach course at about 2;500 feet and cleared to descend to 1;600 feet. I armed the approach and noted the First Officer set 1;600 in altitude window. Aircraft intercepted LOC and we were below glideslope. At proper speed. I checked that the LOC was captured; glideslope was armed and autopilot engaged. I called for landing gear down and Landing Checklist at about 1;800 feet; still below glideslope and descending in FLCH. After arming the speedbrakes I looked at intruments to see we were at 1;600 feet and the aircraft had not captured the desired altitude. I looked at the alitude window and the pilot monitoring had set the touchdown altitude before capturing the glideslope and before I called for it. I disconnected the autopilot and manually climbed back to 1;600 feet. We were at about 1;400 feet at the lowest point. At about the same time we captured the glideslope and I flew the approach to an unevenful landing.
[Report narrative contained no additional information].
B747 Captain and Relief First Officer reported they descended below glideslope in FLCH mode on an ILS approach when the flying First Officer set field elevation before glideslope capture.