MD-11
Flight Crew Air Transport Pilot (ATP)
Human-Machine Interface; Situational Awareness
Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Airport; Human Factors
I was the pilot flying into San Diego. Based on the ATIS; I briefed a visual approach with a backup of the LOC Runway 27. Approaching VYDDA IF; we were cleared the LOC Runway 27 at 4;000. I performed a level change to descend to 4;000 from 5;000; not wanting to get rushed on the approach. Passing VYDDA; I set 1;800 (FAF altitude); started slowing down; confirmed the MDA; then set 680 FT; pilot not flying confirmed. I did not reselect PROF; or SAY 'PROF's available to 680.' Approach told us to maintain at or above 170 KTS till REEBO (FAF). I started configuring at 12 DME with slats; F15; gear; F28; F35. My cross-check was focused on Flight Director; and RA to ensure that we were stable by 1;000. Pilot not flying stated that he could see the runway. I looked up and could see it but couldn't verify PAPI. Pilot not flying stated we were low and directed a climb. Tower reported that we had crossed REEBO low. I intercepted the PAPI glidepath from below and performed a normal landing. We conducted a thorough post flight assessment and debrief. The error was caused by my (pilot flying) failure to select and confirm 'PROF'. Subsequently; I configured late for this type of procedure. This rushed me and added to my fixation on radar altimeter and configuration/speed. I dropped out my positional awareness in regards to crossing altitudes. 1. I should have reviewed and briefed the 'high threat' non-ILS approach earlier. Since we don't fly these approaches very often a thorough review of QRC (not current) and Flight Manual Bulletin procedures should have been accomplished. Don't forget to brief VDP. 2. Double; triple check 'PROF' and altitude settings. 3. Configure EARLY!!! This allows for proper cross check and helps eliminate fixation. 4. Don't ever get lulled into 'it's going to be a visual approach'.
Flying a localizer only approach to SAN Runway 27 in visual conditions cleared by approach to VYDDA (the IF) then cleared for the approach. 1;800 FT set in altitude alerter and subsequently 680 was selected. But PROF not selected; pilot flying selected level change out of 5;000 FT in order to get down a bit sooner and dirty up. In the vicinity of 2;200 FT crew had the runway and the PAPI's clearly in view. Flaps were 15 and gear selected down approximately 2;100 FT flaps to 28 came a bit later pilot not flying is doing the Before Landing Checklist and switching radios over to Lindberg Tower. Aircraft did not honor the 1;800 FT requested at REEBO but continued down. Crew notices they are now low and the 3.5 degree PAPI confirms low altitude state; about this time Tower Controller advises we are below the required 1;800 FT. We agree and begin to climb. Crew then cleared for a visual approach and continued to a visual approach and uneventful landing and rollout 5 minutes debrief conducted after block in and discussion during dinner. Crew flew a non-ILS approach with PROF inadvertently not engaged; constantly aware of the duties of the pilot not flying and maintaining continuous mental engagement during critical phases of flight. Work hard to fight against complacency. Use standard procedures and comply with the Flight Operations Manual and FAR's in all cases. Always ensure PROF is engaged when operating in non ILS approaches. Configure early; configure early; configure early!! Remember to consider all the little special things about non-precision/non-ILS approaches because we don't do them that often.
MD11 flight crew reports descending below the FAF altitude at REEBO during the LOC Runway 27 approach to SAN due to inattention and not using the PROF autoflight function. The Tower and the pilot not flying both take notice and the approach path is corrected to the PAPI's and a visual approach clearance is issued.