Narrative:

On descent into bodo; norway; ATIS reported WX as VFR; winds from the southeast; ILS runway 7 in use. We were cleared by bodo control direct stt NDB direct flv NDB. On contact with bodo approach we received the following clearance; 'cleared for the ILS runway 7 via the arrival.' no arrival name; approach name; or altitude was given in the clearance. Having been given no transition we used the 'runway 7 arrival procedure' chart. This chart shows the route from stt NDB to flv NDB. On looking through the approachs the only ILS 7 chart with a transition from the flv NDB was the ILS Y. On the ILS Y chart the published crossing altitude is 1500 ft. We descended in visual conditions from approximately 7000 ft MSL. Upon crossing flv NDB approach asked our altitude. We reported 1500 ft. Approach then made a call that was hard to read and included something about our altitude. We rechked the chart and verified the crossing restr at flv NDB as 1500 ft. By this time we had the field in sight. We joined the localizer and continued the approach to a normal VFR landing. As we taxied in; tower asked if we had followed the ILS Y. We told them that we had followed that approach. Upon calling for our departure clearance; tower mentioned something about an incident. On checking the chart we then discovered the very small word 'copter' on the chart. I went inside and talked with the tower controller. She agreed that the chart was badly designed compared to their (norwegian) charts. She asked me to fill out a report because this has; in her words; 'happened many times before.' she also stated that she had asked to have the procedure changed. The entire approach from stt NDB to touchdown was conducted in VFR conditions with GPWS mode displayed on both captain's and first officer's EFIS displays. At no time was the aircraft near any other aircraft or terrain features. After returning to the united states on apr/xa/06; we received a revision package that included a complete revision of all charts for bodo; norway. On the new chart the ILS 7 arrival chart includes the transition names; as the old chart did not. If we had seen transition names on the chart we would have verified which arrival to fly and would have determined which STAR we were on. This miscom was a result of 2 groups; pilots and controllers; which speak 2 different languages; and apparently having 2 different charts designed by 2 different countries.

Related reports:

Google
 

Original NASA ASRS Text

Title: GULFSTREAM G400 FLT CREW HAS AN ALTDEV DURING THE ILS APCH TO ENBO (BODO; NORWAY).

Narrative: ON DSCNT INTO BODO; NORWAY; ATIS RPTED WX AS VFR; WINDS FROM THE SE; ILS RWY 7 IN USE. WE WERE CLRED BY BODO CTL DIRECT STT NDB DIRECT FLV NDB. ON CONTACT WITH BODO APCH WE RECEIVED THE FOLLOWING CLRNC; 'CLRED FOR THE ILS RWY 7 VIA THE ARR.' NO ARR NAME; APCH NAME; OR ALT WAS GIVEN IN THE CLRNC. HAVING BEEN GIVEN NO TRANSITION WE USED THE 'RWY 7 ARR PROC' CHART. THIS CHART SHOWS THE RTE FROM STT NDB TO FLV NDB. ON LOOKING THROUGH THE APCHS THE ONLY ILS 7 CHART WITH A TRANSITION FROM THE FLV NDB WAS THE ILS Y. ON THE ILS Y CHART THE PUBLISHED XING ALT IS 1500 FT. WE DSNDED IN VISUAL CONDITIONS FROM APPROX 7000 FT MSL. UPON XING FLV NDB APCH ASKED OUR ALT. WE RPTED 1500 FT. APCH THEN MADE A CALL THAT WAS HARD TO READ AND INCLUDED SOMETHING ABOUT OUR ALT. WE RECHKED THE CHART AND VERIFIED THE XING RESTR AT FLV NDB AS 1500 FT. BY THIS TIME WE HAD THE FIELD IN SIGHT. WE JOINED THE LOC AND CONTINUED THE APCH TO A NORMAL VFR LNDG. AS WE TAXIED IN; TWR ASKED IF WE HAD FOLLOWED THE ILS Y. WE TOLD THEM THAT WE HAD FOLLOWED THAT APCH. UPON CALLING FOR OUR DEP CLRNC; TWR MENTIONED SOMETHING ABOUT AN INCIDENT. ON CHKING THE CHART WE THEN DISCOVERED THE VERY SMALL WORD 'COPTER' ON THE CHART. I WENT INSIDE AND TALKED WITH THE TWR CTLR. SHE AGREED THAT THE CHART WAS BADLY DESIGNED COMPARED TO THEIR (NORWEGIAN) CHARTS. SHE ASKED ME TO FILL OUT A RPT BECAUSE THIS HAS; IN HER WORDS; 'HAPPENED MANY TIMES BEFORE.' SHE ALSO STATED THAT SHE HAD ASKED TO HAVE THE PROC CHANGED. THE ENTIRE APCH FROM STT NDB TO TOUCHDOWN WAS CONDUCTED IN VFR CONDITIONS WITH GPWS MODE DISPLAYED ON BOTH CAPT'S AND FO'S EFIS DISPLAYS. AT NO TIME WAS THE ACFT NEAR ANY OTHER ACFT OR TERRAIN FEATURES. AFTER RETURNING TO THE UNITED STATES ON APR/XA/06; WE RECEIVED A REVISION PACKAGE THAT INCLUDED A COMPLETE REVISION OF ALL CHARTS FOR BODO; NORWAY. ON THE NEW CHART THE ILS 7 ARR CHART INCLUDES THE TRANSITION NAMES; AS THE OLD CHART DID NOT. IF WE HAD SEEN TRANSITION NAMES ON THE CHART WE WOULD HAVE VERIFIED WHICH ARR TO FLY AND WOULD HAVE DETERMINED WHICH STAR WE WERE ON. THIS MISCOM WAS A RESULT OF 2 GROUPS; PLTS AND CTLRS; WHICH SPEAK 2 DIFFERENT LANGUAGES; AND APPARENTLY HAVING 2 DIFFERENT CHARTS DESIGNED BY 2 DIFFERENT COUNTRIES.

Data retrieved from NASA's ASRS site as of January 2009 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.