Narrative:

3 altitude busts, I speed bust, missed altitude. Report: 1) altitude and speed bust: position: well west of woodside VOR for approach to sfo. Cleared to 8000' at 250 KTS 20 NM from woodside. 23 NM from woodside, believing that we would not make the restriction, I asked the captain (flying) if he wanted me to notify ATC that the restriction could not be made. He replied 'yes.' I informed ATC at 22 NM of our inability to make the restriction at 20 NM from woodside. ATC's response, however, was stepped on by another aircraft transmission, and it was unclear, as a result, as to whether our deviation (higher airspeed and altitude) was approved. I believe the error can be attributed to improper descent calculation, which in turn was, in part, caused by fatigue. This was an all night flight from hnl with a 20 hour landing in sfo. 2) second and third altitude bust: P9OS: extended base leg to 28R sfo. DME was approximately 20. We were being given vectors for ILS approach. The aircraft was cleared to 2500' MSL, and I called '1000' to go' passing 3500'. Approaching 2500' ATC gave us a 120 degree left turn for an ILS intercept, at which time I was told to extend the slats. Having done so, I glanced back at the instruments and noticed that the captain had dropped 300' below our assigned altitude 60 degrees through the turn. I immediately blurted out where we were altitude-wise, yet we ended up stabilizing briefly at 400' below assigned altitude. In an attempt to help us ATC reclred us to 2100'. Even so, the captain continued to drop to 1800' MSL in the turn. 1800' MSL was the mean altitude of the ceiling. We were in and out of the clouds because the ceiling was ragged. It was also raining. Now I emphatically stated 'we're below, we're 1800'.' in another effort to help, ATC cleared us for the visibility. We could not, however, see the airport due to the rain. Captain finally stabilized at 1800'. ATC then cleared us for the ILS approach and to G/south intercept altitude of approximately 1900'. We climbed as instructed and executed the ILS approach. Contributing factors: ATC vector resulting in final course overshoot and 120 degree left correcting turn, marginal WX conditions, pilot fatigue, F/east not brought into loop. 3) re: required call re: altitude not given: a call to ATC is required (on departure plate) if cruise altitude cannot be reached by klut intersection, outbnd from hnl on R463. Call was not made and we were 1500' below cruise altitude at the aforementioned intersection. Contributing: over attention given to INS check which was to be accomplished at the above intersection.

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Original NASA ASRS Text

Title: ON DEP HNL, FAILED TO ADVISE ATC UNABLE TO MEET ALT CROSSING RESTRICTION. ON APCH INTO SFO, MADE 2 ALT BUSTS AND 1 SPEED BUST.

Narrative: 3 ALT BUSTS, I SPD BUST, MISSED ALT. RPT: 1) ALT AND SPD BUST: POS: WELL W OF WOODSIDE VOR FOR APCH TO SFO. CLRED TO 8000' AT 250 KTS 20 NM FROM WOODSIDE. 23 NM FROM WOODSIDE, BELIEVING THAT WE WOULD NOT MAKE THE RESTRICTION, I ASKED THE CAPT (FLYING) IF HE WANTED ME TO NOTIFY ATC THAT THE RESTRICTION COULD NOT BE MADE. HE REPLIED 'YES.' I INFORMED ATC AT 22 NM OF OUR INABILITY TO MAKE THE RESTRICTION AT 20 NM FROM WOODSIDE. ATC'S RESPONSE, HOWEVER, WAS STEPPED ON BY ANOTHER ACFT XMISSION, AND IT WAS UNCLEAR, AS A RESULT, AS TO WHETHER OUR DEVIATION (HIGHER AIRSPD AND ALT) WAS APPROVED. I BELIEVE THE ERROR CAN BE ATTRIBUTED TO IMPROPER DSCNT CALCULATION, WHICH IN TURN WAS, IN PART, CAUSED BY FATIGUE. THIS WAS AN ALL NIGHT FLT FROM HNL WITH A 20 HR LNDG IN SFO. 2) SECOND AND THIRD ALT BUST: P9OS: EXTENDED BASE LEG TO 28R SFO. DME WAS APPROX 20. WE WERE BEING GIVEN VECTORS FOR ILS APCH. THE ACFT WAS CLRED TO 2500' MSL, AND I CALLED '1000' TO GO' PASSING 3500'. APCHING 2500' ATC GAVE US A 120 DEG LEFT TURN FOR AN ILS INTERCEPT, AT WHICH TIME I WAS TOLD TO EXTEND THE SLATS. HAVING DONE SO, I GLANCED BACK AT THE INSTRUMENTS AND NOTICED THAT THE CAPT HAD DROPPED 300' BELOW OUR ASSIGNED ALT 60 DEGS THROUGH THE TURN. I IMMEDIATELY BLURTED OUT WHERE WE WERE ALT-WISE, YET WE ENDED UP STABILIZING BRIEFLY AT 400' BELOW ASSIGNED ALT. IN AN ATTEMPT TO HELP US ATC RECLRED US TO 2100'. EVEN SO, THE CAPT CONTINUED TO DROP TO 1800' MSL IN THE TURN. 1800' MSL WAS THE MEAN ALT OF THE CEILING. WE WERE IN AND OUT OF THE CLOUDS BECAUSE THE CEILING WAS RAGGED. IT WAS ALSO RAINING. NOW I EMPHATICALLY STATED 'WE'RE BELOW, WE'RE 1800'.' IN ANOTHER EFFORT TO HELP, ATC CLRED US FOR THE VIS. WE COULD NOT, HOWEVER, SEE THE ARPT DUE TO THE RAIN. CAPT FINALLY STABILIZED AT 1800'. ATC THEN CLRED US FOR THE ILS APCH AND TO G/S INTERCEPT ALT OF APPROX 1900'. WE CLBED AS INSTRUCTED AND EXECUTED THE ILS APCH. CONTRIBUTING FACTORS: ATC VECTOR RESULTING IN FINAL COURSE OVERSHOOT AND 120 DEG LEFT CORRECTING TURN, MARGINAL WX CONDITIONS, PLT FATIGUE, F/E NOT BROUGHT INTO LOOP. 3) RE: REQUIRED CALL RE: ALT NOT GIVEN: A CALL TO ATC IS REQUIRED (ON DEP PLATE) IF CRUISE ALT CANNOT BE REACHED BY KLUT INTXN, OUTBND FROM HNL ON R463. CALL WAS NOT MADE AND WE WERE 1500' BELOW CRUISE ALT AT THE AFOREMENTIONED INTXN. CONTRIBUTING: OVER ATTN GIVEN TO INS CHK WHICH WAS TO BE ACCOMPLISHED AT THE ABOVE INTXN.

Data retrieved from NASA's ASRS site as of July 2007 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.