Narrative:

Descending into slc on the waats 3 arrival (landing south); we were approaching quipa. Approach control gave us a new altitude assignment of 11;000 ft. At that very moment; our attention was diverted to the legs page because of a sudden route discontinuity that appeared just as we were about to cross quipa. This caused us to overshoot quipa by a considerable amount. We were later told that our clearance was 11;000 ft but we both must have been thinking 10;000 ft; and we can probably attribute this to the distraction of quickly trying to get back on our proper route. We were later informed that GPS jamming had started at that precise time in the utah test and training range (uttr). This would explain the sudden discontinuity. As we were about to level at 10;000 ft we were told to maintain 11;000 ft and we were given a vector heading toward the north. A change of runway assignment was also issued to us at this approximate time; further contributing to our 'perfect storm' of task saturation. We climbed back up to 11;000 ft and continued an uneventful approach and landing. We did not receive any TCAS alerts; and we were later told that no loss of separation occurred. Pay closer attention to altitude window setting. Broadcast GPS jamming NOTAM's at start time and during jamming activity.

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Original NASA ASRS Text

Title: B737 First Officer reports an altitude and track deviation during the WAATS 3 arrival to SLC. Approaching QUIPA the crew is issued a descent to 11;000 FT and a runway change at the same time military jamming of GPS commences. This results in a route discontinuity and a track deviation; along with a descent to 10;000 FT instead of 11;000 FT.

Narrative: Descending into SLC on the WAATS 3 Arrival (landing south); we were approaching QUIPA. Approach Control gave us a new altitude assignment of 11;000 FT. At that very moment; our attention was diverted to the LEGS page because of a sudden route discontinuity that appeared just as we were about to cross QUIPA. This caused us to overshoot QUIPA by a considerable amount. We were later told that our clearance was 11;000 FT but we both must have been thinking 10;000 FT; and we can probably attribute this to the distraction of quickly trying to get back on our proper route. We were later informed that GPS jamming had started at that precise time in the Utah Test and Training Range (UTTR). This would explain the sudden discontinuity. As we were about to level at 10;000 FT we were told to maintain 11;000 FT and we were given a vector heading toward the north. A change of runway assignment was also issued to us at this approximate time; further contributing to our 'perfect storm' of task saturation. We climbed back up to 11;000 FT and continued an uneventful approach and landing. We did not receive any TCAS Alerts; and we were later told that no loss of separation occurred. Pay closer attention to altitude window setting. Broadcast GPS jamming NOTAM's at start time and during jamming activity.

Data retrieved from NASA's ASRS site 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.