A B767-300 cftt occurred during an approach to jfk following a long and tiring trans-oceanic leg. An...

Attributes
ACN	971498
Time
Date	201109
Local Time Of Day	0001-0600
Place
Locale Reference	JFK.Tower
State Reference	NY
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Make Model Name	B767-300 and 300 ER
Operating Under FAR Part	Part 121
Flight Phase	Final Approach
Route In Use	Visual Approach
Flight Plan	IFR
Person 1
Function	Pilot Flying First Officer
Qualification	Flight Crew Air Transport Pilot (ATP)
Person 2
Function	Relief Pilot Pilot Not Flying
Qualification	Flight Crew Multiengine Flight Crew Flight Engineer Flight Crew Instrument Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 200 Flight Crew Total 9000 Flight Crew Type 2000
Events
Anomaly	Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy Inflight Event / Encounter CFTT / CFIT

Narrative:

As first officer I was flying pilot. [We were] arriving early in the morning [at jfk]. While on vectors for the ILS 31R at 3;000 ft; ATC asked us if we had VFR arriving traffic on 31L. After sighting the 31L traffic and the airport we were cleared for a visual approach to runway 31L. As the FMS was updated and the ILS frequency selector was changed to runway 31L by the captain and relief pilot; I mistakenly changed the mode control panel (MCP) altitude selector to 100 ft instead of the glide slope intercept altitude. When ATC advised us we were below minimum vectoring altitude (approximately 1;000 ft AGL) I climbed back to the glide slope intercept altitude for runway 31L. The remaining visual approach and landing were uneventful. I believe contributing factors for the mistaken MCP altitude change are as follows: 1. Late runway and approach change. 2. Fatigue caused by early morning arrival. 3. End of a long transoceanic leg that included extensive intra-african operations; weather and track change. 4. Marginal VFR. 5. Mistakenly incorporating elements of an RNAV approach procedure with common visual approach w/ILS backup procedures (MCP altitude window change).

Original NASA ASRS Text

Title: A B767-300 CFTT occurred during an approach to JFK following a long and tiring trans-oceanic leg. An incorrect altitude was dialed into the MCP and no one caught the error.

Narrative: As First Officer I was flying pilot. [We were] arriving early in the morning [at JFK]. While on vectors for the ILS 31R at 3;000 FT; ATC asked us if we had VFR arriving traffic on 31L. After sighting the 31L traffic and the airport we were cleared for a visual approach to Runway 31L. As the FMS was updated and the ILS frequency selector was changed to Runway 31L by the Captain and Relief Pilot; I mistakenly changed the Mode Control Panel (MCP) altitude selector to 100 FT instead of the glide slope intercept altitude. When ATC advised us we were below minimum vectoring altitude (approximately 1;000 FT AGL) I climbed back to the glide slope intercept altitude for Runway 31L. The remaining visual approach and landing were uneventful. I believe contributing factors for the mistaken MCP altitude change are as follows: 1. Late runway and approach change. 2. Fatigue caused by early morning arrival. 3. End of a long transoceanic leg that included extensive intra-African operations; weather and track change. 4. Marginal VFR. 5. Mistakenly incorporating elements of an RNAV approach procedure with common visual approach w/ILS backup procedures (MCP altitude window change).

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.

A B767-300 cftt occurred during an approach to jfk following a long and tiring trans-oceanic leg. An incorrect altitude was dialed into the MCP and no one caught the error.