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Gulfstream iv first officer reported they descended below the altitude they were cleared to on the lgmk VOR 6 approach.
| Attributes | |
| ACN | 1469136 |
| Time | |
| Date | 201707 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | LGMK.Airport |
| State Reference | FO |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Gulfstream IV / G350 / G450 |
| Operating Under FAR Part | Part 135 |
| Flight Phase | Initial Approach |
| Route In Use | Direct |
| Flight Plan | IFR |
| Person 1 | |
| Function | First Officer Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 40 Flight Crew Total 4500 Flight Crew Type 700 |
| Events | |
| Anomaly | Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Clearance |
Narrative:
PIC loaded the VOR approach. At first; he proceeded direct to the VOR 6 point; part of the procedure turn; when instructed to proceed direct to the VOR. However; this was resolved with first officer input (reluctantly accepted by PIC); and we proceeded direct to the VOR 5;000 feet. PIC asked if we were cleared for the approach. I said 'let me confirm'. Altitude alerter set at 5;000. ATC said: 'maintain 5;000 to the VOR. Upon reaching the VOR; cleared for the approach.' PIC said to reset altitude selector to 3;500; which is the published VOR crossing altitude. Tone of cockpit up to that point was less than full CRM with PIC expressly stating that he preferred less input from first officer. First officer queried PIC; but PIC insisted on 3;500. As I recall; this was non-radar environment. ATC asked our altitude as we approached/crossed VOR. 4;000. ATC: you were instructed to maintain 5;000. I have traffic below you. Maintain 4;000 now.' apparently; we still had acceptable separation at that point.CRM is important at all times and even more (not less) important when operating in foreign airspace (accents; unfamiliar procedures); and under the pressure of slot times (PIC seemed stressed about departure/arrival slot times).
Original NASA ASRS Text
Title: Gulfstream IV First Officer reported they descended below the altitude they were cleared to on the LGMK VOR 6 Approach.
Narrative: PIC loaded the VOR Approach. At first; he proceeded direct to the VOR 6 point; part of the procedure turn; when instructed to proceed direct to the VOR. However; this was resolved with FO input (reluctantly accepted by PIC); and we proceeded direct to the VOR 5;000 feet. PIC asked if we were cleared for the approach. I said 'Let me confirm'. Altitude alerter set at 5;000. ATC said: 'Maintain 5;000 to the VOR. Upon reaching the VOR; cleared for the approach.' PIC said to reset altitude selector to 3;500; which is the published VOR crossing altitude. Tone of cockpit up to that point was less than full CRM with PIC expressly stating that he preferred less input from FO. FO queried PIC; but PIC insisted on 3;500. As I recall; this was non-radar environment. ATC asked our altitude as we approached/crossed VOR. 4;000. ATC: You were instructed to maintain 5;000. I have traffic below you. Maintain 4;000 now.' Apparently; we still had acceptable separation at that point.CRM is important at all times and even MORE (not less) important when operating in foreign airspace (accents; unfamiliar procedures); and under the pressure of slot times (PIC seemed stressed about departure/arrival slot times).
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.