Narrative:

We were flying the transition to the wavun.one arrival. Miami ARTCC descended us from FL400 to FL360. Later we were given 'pilot's discretion' to FL240. The TOD on the FMC showed the descent would not begin for over 40 NM. It was at that time I decided to brief the approach. During the brief I admit that I did not see the note to 'expect to cross dekal intersection at 6;000 ft and 250 KTS.' since neither the pilot not flying nor I noticed the restriction we neglected to enter it into the FMS. Shortly thereafter; miami gave us a 'descend now' clearance to FL240; which we began to execute. During the descent miami changed the instructions to 'expedite through FL260 and descend to FL180; then cross dekal intersection at 6;000 ft and 250 KTS.' it was then that we realized our error. Immediately upon entering the restriction in the FMS we knew we were high and would be unable to make the restriction. Just as immediately (passing through FL240) we notified center of our error and that we'd be unable to make the restriction. I was personally shocked when the ARTCC controller actually went on a rant stating that (among other things) 'it's the same thing everyday with (you guys) ... You should know this by now!'; and 'you guys miss this restriction every day' (paraphrased). We remained professional on the radio and reiterated to him we could not comply with instructions. He told us to expect 'off course vectors if it became obvious we could not make it by the time we were at 8;000 ft.' we told him that would be ok with us; we'd even take the off course vector immediately. Again after that the controller -- and there is no better word for this -- 'berated' us for not being able to make the restriction.a few minutes later; as the aircraft was descending through 11;000 ft; we tried to contact the same controller to again notify him that we could not make the restriction at dekal. No answer. We made a second call; again; no answer from miami. He was non-responsive to us; as we were rapidly descending through 8;500 ft miami curtly switched us over to another controller. At 8;000 ft we told the subsequent controller we could not make dekal at 6;000 ft and 250 KTS at which time she gave us a descent to 5;000 ft. At the dekal intersection we were passing through 7;000 ft. Obviously; the number one item is that I missed the notation of the 'expect to cross dekal at 6;000 and 250 KTS.' I make no excuse for that. However; immediately upon noticing this error we admitted our mistake and notified miami that we were unable to comply. The controller had plenty of time to either relieve us from the restriction; or give us off course vectors so that we could comply. Instead he spent his time both berating us; and then being completely unwilling to help us with relief. It was shocking and completely unprofessional in my opinion. In the realm of CRM; the first officer and I had to agree to not be angry with this devolving situation; and remain professional. The situation was affecting our airmanship on the arrival. At one point; I remember asking my first officer to not accept any more of that controller's behavior and ask for a supervisor and phone number if he did it again. If I'd have been the only flight unable to comply then we wouldn't have had to endure the rant we received. In my opinion; despite whether this was an ongoing issue; we gave ample time to get relief. We were given none.

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Original NASA ASRS Text

Title: Air carrier flight crew was questioned by Approach Control when they had failed to program an 'expect to cross at' note on the WAVUN into their FMS while on descent into FLL and; as a result; failed to meet the restriction when it was given.

Narrative: We were flying the transition to the WAVUN.ONE arrival. Miami ARTCC descended us from FL400 to FL360. Later we were given 'pilot's discretion' to FL240. The TOD on the FMC showed the descent would not begin for over 40 NM. It was at that time I decided to brief the approach. During the brief I admit that I did not see the note to 'expect to cross DEKAL Intersection at 6;000 FT and 250 KTS.' Since neither the pilot not flying nor I noticed the restriction we neglected to enter it into the FMS. Shortly thereafter; Miami gave us a 'descend now' clearance to FL240; which we began to execute. During the descent Miami changed the instructions to 'expedite through FL260 and descend to FL180; then cross DEKAL Intersection at 6;000 FT and 250 KTS.' It was then that we realized our error. Immediately upon entering the restriction in the FMS we knew we were high and would be unable to make the restriction. Just as immediately (passing through FL240) we notified Center of our error and that we'd be unable to make the restriction. I was personally shocked when the ARTCC Controller actually went on a rant stating that (among other things) 'it's the same thing everyday with (you guys) ... you should know this by now!'; and 'you guys miss this restriction every day' (paraphrased). We remained professional on the radio and reiterated to him we could not comply with instructions. He told us to expect 'off course vectors if it became obvious we could not make it by the time we were at 8;000 FT.' We told him that would be OK with us; we'd even take the off course vector immediately. Again after that the Controller -- and there is no better word for this -- 'berated' us for not being able to make the restriction.A few minutes later; as the aircraft was descending through 11;000 FT; we tried to contact the same Controller to again notify him that we could not make the restriction at DEKAL. No answer. We made a second call; again; no answer from Miami. He was non-responsive to us; as we were rapidly descending through 8;500 FT Miami curtly switched us over to another Controller. At 8;000 FT we told the subsequent Controller we could not make DEKAL at 6;000 FT and 250 KTS at which time she gave us a descent to 5;000 FT. At the DEKAL Intersection we were passing through 7;000 FT. Obviously; the number one item is that I missed the notation of the 'expect to cross DEKAL at 6;000 and 250 KTS.' I make no excuse for that. However; IMMEDIATELY upon noticing this error we admitted our mistake and notified Miami that we were unable to comply. The Controller had plenty of time to either relieve us from the restriction; or give us off course vectors so that we could comply. Instead he spent his time both berating us; and then being completely unwilling to help us with relief. It was shocking and completely unprofessional in my opinion. In the realm of CRM; the First Officer and I had to agree to not be angry with this devolving situation; and remain professional. The situation was affecting our airmanship on the arrival. At one point; I remember asking my First Officer to not accept any more of that Controller's behavior and ask for a supervisor and phone number if he did it again. If I'd have been the only flight unable to comply then we wouldn't have had to endure the rant we received. In my opinion; despite whether this was an ongoing issue; we gave ample time to get relief. We were given none.

Data retrieved from NASA's ASRS site as of July 2013 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.