A fatigued and hungry E50P (embraer phantom) crew descended toward the MDA one fix before the FAF an...

Narrative:

While on a RNAV GPS runway 33 approach at night; the captain and I became disoriented and started to descend to the MDA prior to the FAF. We thought we had already passed the FAF but in reality had only passed the intersection before. Four miles from the FAF; tower notifies us of a low altitude alert and to immediately climb to the published altitude. We acknowledged the instruction and immediately corrected our altitude. The published altitude for that segment of the approach was 2;000 ft and we had descended to 1;400 ft. There were several causal factors for this event. 1. The first was a long duty day. We had already flown roughly eight hours during the course of the day and this was our fourth leg and last leg home. It was dark; and we were tired for sure. 2. During the final leg to our destination; ATC gave us multiple route changes; speed assignments; vectors and a last minute change to the arrival. There was insufficient time to properly configure and brief the approach and corresponding altitudes. 3. Night time. There was some anxiety about getting below the clouds because there are some unique runway conditions currently at this airport. The first 2;000 ft of the runway were unusable do to routine maintenance and we wanted to make sure we identified the runway early so we could visually verify the new touchdown point. 4. The morning and afternoon thunderstorms in the vicinity challenged us during the course of the day; and they left behind pockets of moderate precipitation and turbulence for the arrival. We were tasked to keep clear of the weather cells and keep up with rapidly changing ATC instructions. 5. Nourishment. We had each eaten a scant breakfast; taken a late lunch; and completely skipped dinner due to flight requirements. I made several comments that I was ready to get down so I could find a place to get something to eat. Looking back at this event; I am most grateful to the safeguards placed within the ATC system. Had we not received the low altitude alert; the history of this particular flight could have been much worse. As the day progressed during long flight legs in rough weather I began to slowly lose my focus and attention to fine detail. Admittedly I was spent. I was safe within legal duty and rest limits; but the anxiety of the trip the night before coupled with the long duty day; dulled my senses and allowed me to slip into a near-lethal combination of get-home-itis and complacency. I can see now a few variables I could change to prevent this from happening again in the future. First; advise ATC that we need delay vectors to prepare properly for the approach. I know that is a wildly unpopular choice in a very crowded and busy airspace; however it could have afforded us the opportunity to brief and prepare for the approach. Secondly; make sure that I take a moment to get some nourishment before I embark on a full day of flying. Third; make sure I confirm with the other pilot is fully briefed and ready to commence the approach. Finally; make sure that I get proper rest the night before I embark on a long day of flying.

Original NASA ASRS Text

Title: A fatigued and hungry E50P (Embraer Phantom) crew descended toward the MDA one fix before the FAF and received an ATC low altitude alert which caused them to regain situational awareness on the night approach in weather. Both pilots had less than 100 hours in type.

Narrative: While on a RNAV GPS Runway 33 approach at night; the Captain and I became disoriented and started to descend to the MDA prior to the FAF. We thought we had already passed the FAF but in reality had only passed the intersection before. Four miles from the FAF; Tower notifies us of a low altitude alert and to immediately climb to the published altitude. We acknowledged the instruction and immediately corrected our altitude. The published altitude for that segment of the approach was 2;000 FT and we had descended to 1;400 FT. There were several causal factors for this event. 1. The first was a long duty day. We had already flown roughly eight hours during the course of the day and this was our fourth leg and last leg home. It was dark; and we were tired for sure. 2. During the final leg to our destination; ATC gave us multiple route changes; speed assignments; vectors and a last minute change to the arrival. There was insufficient time to properly configure and brief the approach and corresponding altitudes. 3. Night time. There was some anxiety about getting below the clouds because there are some unique runway conditions currently at this airport. The first 2;000 FT of the runway were unusable do to routine maintenance and we wanted to make sure we identified the runway early so we could visually verify the new touchdown point. 4. The morning and afternoon thunderstorms in the vicinity challenged us during the course of the day; and they left behind pockets of moderate precipitation and turbulence for the arrival. We were tasked to keep clear of the weather cells and keep up with rapidly changing ATC instructions. 5. Nourishment. We had each eaten a scant breakfast; taken a late lunch; and completely skipped dinner due to flight requirements. I made several comments that I was ready to get down so I could find a place to get something to eat. Looking back at this event; I am most grateful to the safeguards placed within the ATC system. Had we not received the low altitude alert; the history of this particular flight could have been much worse. As the day progressed during long flight legs in rough weather I began to slowly lose my focus and attention to fine detail. Admittedly I was spent. I was safe within legal duty and rest limits; but the anxiety of the trip the night before coupled with the long duty day; dulled my senses and allowed me to slip into a near-lethal combination of get-home-itis and complacency. I can see now a few variables I could change to prevent this from happening again in the future. First; advise ATC that we need delay vectors to prepare properly for the approach. I know that is a wildly unpopular choice in a very crowded and busy airspace; however it could have afforded us the opportunity to brief and prepare for the approach. Secondly; make sure that I take a moment to get some nourishment before I embark on a full day of flying. Third; make sure I confirm with the other pilot is fully briefed and ready to commence the approach. Finally; make sure that I get proper rest the night before I embark on a long day of flying.

Data retrieved from NASA's ASRS site as of April 2012 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.

Attributes
ACN	946867
Time
Date	201105
Local Time Of Day	1801-2400
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	Mixed
Light	Night
Aircraft 1
Make Model Name	Embraer Phenom 100
Operating Under FAR Part	Part 135
Flight Phase	Final Approach
Flight Plan	IFR
Person 1
Function	Pilot Not Flying First Officer
Qualification	Flight Crew Air Transport Pilot (ATP) Flight Crew Flight Instructor Flight Crew Instrument Flight Crew Multiengine
Experience	Flight Crew Last 90 Days 30 Flight Crew Total 3500 Flight Crew Type 70
Person 2
Function	Pilot Flying Captain
Qualification	Flight Crew Instrument Flight Crew Flight Instructor Flight Crew Flight Engineer Flight Crew Multiengine
Experience	Flight Crew Last 90 Days 50 Flight Crew Total 5500 Flight Crew Type 25
Events
Anomaly	Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy Inflight Event / Encounter CFTT / CFIT

A fatigued and hungry E50P (embraer phantom) crew descended toward the MDA one fix before the FAF and received an ATC low altitude alert which caused them to regain situational awareness on the night approach in weather. Both pilots had less than 100 hours in type.