Light Transport; Low Wing; 2 Turbojet Eng
Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Flight Crew Last 90 Days 60; Flight Crew Total 3970; Flight Crew Type 1200
Distraction; Training / Qualification; Human-Machine Interface; Confusion
Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Aircraft; Human Factors; Weather
Was vectored onto final approach course of the GPS-B into HND Airport. After the IF I did not receive vertical GP down to the next restricted altitude so I commanded vertical speed (V/S) on the flight guidance panel to capture. Between the IF (HAKID) and the FAF (JEXIX) I read an incorrect minimum altitude from the vertical navigation vs. the minimum altitude for that segment of the approach descending almost 700 feet below the prescribed altitude for that segment before I caught my mistake. I received a ground proximity alert and initiated a missed approach. I then climbed to 7;000 feet MSL and received vectors for the second successful approach.
A corporate jet autoflight system failed to generate a glideslope on the HND GPS-B approach; so the pilot selected V/S and descended 700 feet below the IF to FAF segment minimum altitude where the GPWS TERRAIN warning alerted at which point he executed a go-around.