Narrative:

We were cleared to denver via the tellr arrival. We were instructed to maintain 280 KTS or greater and descend and maintain FL270. We were then cleared direct crede. While I read back the clearance; the first officer (pilot flying) set FL190 in the altitude pre-select and stated 'flight level 190'. I hesitated because I wasn't sure why he had set this; however; I looked at the mfd and noted that crede had a FL190A restriction. I then confirmed the selection. Subsequently; we checked in with a new controller. After giving us some instructions; he stated: 'it's not really a problem right now but you should not be descending via the arrival.' I queried the first officer and we both agreed that the previous controller had given us a descend via clearance. I said this to the controller and he said that they would look into it. After arrival at the gate; the first officer and I reviewed the sequence of events and realized that we could not remember receiving a descend via clearance. We could remember only the cleared via clearance. I contacted den clearance and requested a phone number for denver center. I then called the operations manager at den center. Manager stated that they were not aware of any event; however; they would research the matter and call me back. Later; manager called and told me that they had reviewed the tapes and it was clear that we had not received the descend via clearance. I thanked the manager for the information and let them know that the first officer and I would conduct a thorough de-brief. Manager stated that there was no traffic in the area and that there was 'no harm; no foul'. The first officer and I then de-briefed; focusing on the mistakes that we had made and the best way to prevent a recurrence.when the first officer set FL190 in the altitude pre-select; it was my job to confirm the accuracy of this selection. Initially; I felt uncertain; however; I decided that this was because I had not specifically received and read back an assignment to FL190. When I saw the published restriction on the mfd; I decided the selection was correct. At this point; I believed erroneously that we had been cleared to descend via the arrival. Multiple distractions contributed to this error. We had been deviating for thunderstorms; the arrival had been changed; we had been re-cleared multiple times too different fixes on the arrival; and I had been communicating to the flight attendant and passengers about possible turbulence during the descent. I did a poor job of monitoring the altitude pre-select. My initial uncertainty about the FL190 setting was a red flag. I should have expressed my uncertainty to the first officer and confirmed the clearance with ATC. In the future; I will not hesitate to obtain confirmation whenever either crew member is even slightly unsure.

Related reports:

Google
 

Original NASA ASRS Text

Title: CRJ-200 Captain describes an altitude deviation caused by a misunderstood arrival clearance. The clearance was via the TELLR arrival and to maintain 280 KTS or greater and descend and maintain FL270. This is interpreted by the First Officer as a descend via clearance.

Narrative: We were cleared to Denver via the TELLR arrival. We were instructed to maintain 280 KTS or greater and descend and maintain FL270. We were then cleared direct CREDE. While I read back the clearance; the First Officer (pilot flying) set FL190 in the altitude pre-select and stated 'flight level 190'. I hesitated because I wasn't sure why he had set this; however; I looked at the MFD and noted that CREDE had a FL190A restriction. I then confirmed the selection. Subsequently; we checked in with a new Controller. After giving us some instructions; he stated: 'it's not really a problem right now but you should not be descending via the arrival.' I queried the First Officer and we both agreed that the previous Controller had given us a descend via clearance. I said this to the Controller and he said that they would look into it. After arrival at the gate; the First Officer and I reviewed the sequence of events and realized that we could not remember receiving a descend via clearance. We could remember only the cleared via clearance. I contacted DEN clearance and requested a phone number for Denver Center. I then called the Operations Manager at DEN Center. Manager stated that they were not aware of any event; however; they would research the matter and call me back. Later; Manager called and told me that they had reviewed the tapes and it was clear that we had not received the descend via clearance. I thanked the Manager for the information and let them know that the First Officer and I would conduct a thorough de-brief. Manager stated that there was no traffic in the area and that there was 'no harm; no foul'. The First Officer and I then de-briefed; focusing on the mistakes that we had made and the best way to prevent a recurrence.When the First Officer set FL190 in the altitude pre-select; it was my job to confirm the accuracy of this selection. Initially; I felt uncertain; however; I decided that this was because I had not specifically received and read back an assignment to FL190. When I saw the published restriction on the MFD; I decided the selection was correct. At this point; I believed erroneously that we had been cleared to descend via the arrival. Multiple distractions contributed to this error. We had been deviating for thunderstorms; the arrival had been changed; we had been re-cleared multiple times too different fixes on the arrival; and I had been communicating to the flight attendant and passengers about possible turbulence during the descent. I did a poor job of monitoring the altitude pre-select. My initial uncertainty about the FL190 setting was a red flag. I should have expressed my uncertainty to the First Officer and confirmed the clearance with ATC. In the future; I will not hesitate to obtain confirmation whenever either crew member is even slightly unsure.

Data retrieved from NASA's ASRS site 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.