Date: 202110
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Communication Breakdown
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was the Pilot Flying. The flight was uneventful until the approach. This was my first time into PSP in a long time and the Captain had only been in there a few times previously. We were able to get the METAR only while en route and it was reporting the wind VRB at 4 knots. This left us guessing on what runway they were using; but saw in the forecast that the wind would be shifting to the northwest. We decided to set up for the RNAV visual to 31L. About 15 minutes out; we received the voice ATIS which confirmed 31L.  We checked on with SoCal Approach and they said expect vectors for the visual to 31L. Since we were both pretty unfamiliar with the airport and with all the high terrain; we were more comfortable with the RNAV visual and requested that. We received a vector out to the north of SBONO and a descent to 7;000 feet. The airport was in sight almost the entire time we were vectored. However; as we were getting closer to SBONO the sun was creating a lot of visibility issues and we lost sight of the field. There was also a lot of haze and the mountain behind the airport cast a shadow over it making it very difficult to see.  We also noticed our descent to 7;000 feet took us below what's published at SBONO; which says to cross at or above 7;500 feet. We asked the Controller to confirm we were cleared to 7;000 feet and he responded 'that's what I was told.' We were sort of confused by the response but could see that terrain would be no factor. I was still a little unsure if we would be given direct to SBONO or another intermediate fix. A few miles from SBONO we were given direct to it and to report the airport in sight. We could not see the airport at this time due to setting sun. We both were trying to visually acquire it and became distracted with it. During that time; I set 1;300 feet in the altitude selector and we were in VNAV path. I think I announced to the Captain 'That is what I was doing;' but can't say with certainty. The aircraft was in VNAV PATH; so after crossing SBONO; it started descending to cross WEMIR at or above 6;000 feet. At about 6;400 feet; the Controller came on and said to stop the descent and climb back to 6;600 ft. and that we were not cleared for the visual approach and we need to report the airport in sight. We climbed up to 6;600 feet which he said was the minimum vectoring altitude. We continued flying the lateral portion now becoming really high. We still couldn't see the field and the Controller said he couldn't get us a descent even though according to the chart we could be at 4;000 feet. Eventually we located the airport and he cleared us for the visual approach. We were configured and able to get back on path to execute a stable approach. The rest of the flight was uneventful.  The lighting conditions made our visual approach very difficult. I should have better communicated the setting of a lower altitude and made sure the Captain agreed with it. I must say; the attitude and helpfulness of this Controller was poor. The response we got when verifying an altitude was non-standard and unprofessional. Our clearance was also not very clear but we should have verified it before descending. Sometimes a little more communication from the Controllers helps so we have a more shared mental model. I think putting a little more on the Company page could help because I was not really sure what to expect as far as an approach going in. More communication from the controller on what to expect and better [automation management] on my part.


Second narrative: We requested an RNAV visual [Runway] 13R; since we were flying into the sun and there was a thick haze in the valley. We were given 7;000 feet; then direct SBONO. SBONO has a restriction of 7; 500 feet or above. I asked approach to verify 7;000 feet was the assigned altitude since SBONO was 7;500 feet. The Controller replied 'That's what I was told;' in a very condescending tone. We were headed directly into the sun and there was a thick haze in the valley. The Controller asked us to report the field. I was looking intently for the field leaning over the glare shield so I did not have the MCP or anything below it in view. We were headed right into the sun and there was thick haze up the valley. The approach was going to turn us north; so I knew we would be able to see the field then.The Controller had given us direct SBONO but not a clearance for the approach. As I was looking for the field; the Controller told us to 'Stop descent and climb to 6;600 feet. You were not cleared for the approach! I looked at the MCP and saw that my FO had begun the descent. The Controller stated 'You were not cleared for the approach; but told to report the field.' I told him there was thick haze and the Sun was in our eyes. He said 'Well you asked for the RNAV. What would you want to do? Something else?' I just replied that we would have the field soon. He had to stop someone else from climbing and explained to the other aircraft that he had an aircraft descend that he had not expected. I finally spotted the field and informed him; then he cleared us to 4;000 feet; then handed us over to Tower. All we needed was for Approach to turn us north. While it was an error on my part; in not monitoring the approach; I was taken aback by the Controllers attitude that I hesitated to respond to his asking 'What would you like?' He seemed to have not liked our request for this approach. He cleared us direct SBONO but did not confirm 7;000 feet. While it was our fault that the descent was started early; his attitude and lack of input were not helpful. When we finally spotted the field he cleared us to 4;000 feet and handed us off to the Tower. The rest of the approach was uneventful. While I admit that I failed to do proper monitoring; mitigating circumstances were at play in that I was intently looking out the forward windshield for the field under a very difficult visual situation and he did not reassert 7;000 feet.  I found the Controller to be totally unhelpful and confrontational. We were both unfamiliar with this approach and airport from this direction and that is why we requested the RNAV visual. The Controller could have been more helpful by clearing us to SBONO but reminding us to maintain 7;000 feet; or suggesting another approach or even giving us vectors. He was totally unhelpful; which in my experience; is very unusual from Controllers in general; from my experience.


Synopsis: Air carrier flight crew reported descending on a visual approach to PSP Airport before being cleared to do so. Flight crew stated that due to the hazy conditions and angle of the sun they had difficulty visually finding the field. Flight crew added that issues with unclear ATC communications contributed to the event.