Medium Transport; Low Wing; 2 Turbojet Eng
Flight Crew Commercial
Confusion; Distraction; Time Pressure; Training / Qualification; Communication Breakdown; Workload
Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Procedure; Environment - Non Weather Related; Human Factors
On approach into CRW we were given a late descent from cruise. I noticed the unusually high altitude and inquired to the Captain what his plans were. The Captain stated that we would be fine once he lowered the gear. At that time ATC asked if were needed vectors and since I had just asked the Captain I said no it would be fine. The Captain called for the gear to come down and we started a good rate of descent. I noted our altitude was approximately 8;500 FT at SHOAL; and we should have been at 3;000 FT per the approach chart. Sometime between SHOAL and KANCO on the ILS Runway 5 into CRW the Captain realized we were way too high. He told me to;' ask for a 360'. I then asked ATC for vectors back around to rejoin the approach. As soon as ATC came back with new vectors they told us to maintain 3;100 FT and turn left to heading 270 degrees. We were passing 3;000 FT at a high rate of descent and I read back the instructions. The Captain started adding power to arrest the descent and begin a climb back up to 3;100; but the illusion from adding the power must have sent a conflicting pitch-up sense because he only barely leveled off at 2;600 FT. I then told the Captain to watch his altimeter. ATC came on right after I did and told us to climb and maintain 3;100 FT again and turn left to heading 240 degrees. I again read this back to ATC and right at the moment I noticed the Captain was in a steady descent still and I last read 2;200 FT on the altimeter. I said;' Altitude' quite sternly and remember him turning off the autopilot to initiate the climb and I simultaneously reached for the yoke to pitch up more. The EGPWS never went off; but I was concerned about the terrain regardless. We then started a healthy climb and leveled off at 3;100 FT. We did a vector approach to ILS Runway 5 again into CRW with no further incident. The weather was IMC and this airport was in mountainous terrain. The Captain had put the aircraft in a relatively high rate of descent to join a glide slope in a mountainous terrain airport which should not have been done. While in this high rate of descent ATC asked for an altitude we were currently at in the descent. Between the automation confusion and delayed reaction time we passed through the altitude. I would voice my opinions more to keep the crew communication flowing. I thought we were too high on the approach and I should have said how many miles we were from the airport to possibly give the Captain more information to make a better informed decision or at least have all the information I had.
After a late descent clearance from cruise into CRW; a Captain lowered the landing gear to regain the profile and at a high rate descended 900 FT below the ATC cleared 3;100 FT.