Flight crew cleared cross fredy at 10000'. Flight crew crossed at 14000'.

Attributes
ACN	164350
Time
Date	199012
Day	Mon
Local Time Of Day	0601 To 1200
Place
Locale Reference	atc facility : msp
State Reference	MN
Altitude	msl bound lower : 10000 msl bound upper : 14000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : phl
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Flight Phase	descent other
Route In Use	arrival other arrival star : star enroute airway : zmp
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial pilot : flight engineer
Experience	flight time last 90 days : 60 flight time total : 1460 flight time type : 60
ASRS Report	164350
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : commercial pilot : atp pilot : instrument
Events
Anomaly	altitude deviation : undershoot non adherence : clearance
Independent Detector	other flight crewa
Resolutory Action	controller : issued new clearance
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were flying the nickl one arrival to minneapolis, mn, and had been cleared to cross fredy at 10000'. Because of a previous complaint about the aircraft pressurization I was attempting initially to hold a slower than normal rate of descent and start the descent further out from fredy than normal. As the profile continued I became aware that fredy was rapidly approaching. At 18000' and 10 mi to go, speed brakes out and 4500'/min down, the captain informed ATC that we would not make 10000' by fredy and asked if that would be a problem. Center said no and we xed fredy at approximately 14000'. During the initial part of the descent the captain was getting the ATIS and talking to company on company frequency and so was not monitoring me as closely as he would otherwise. With only 60 hours in transport aircraft I did not have the experience to clue me in earlier that my initial rate of descent was not sufficient to make the crossing restriction. In retrospect I should have just followed the normal profile or planned earlier in the flight profile with clearly defined chkpoints to gauge progress on the descent so I would recognize problems in time to make good corrections.

Original NASA ASRS Text

Title: FLT CREW CLEARED CROSS FREDY AT 10000'. FLT CREW CROSSED AT 14000'.

Narrative: WE WERE FLYING THE NICKL ONE ARR TO MINNEAPOLIS, MN, AND HAD BEEN CLRED TO CROSS FREDY AT 10000'. BECAUSE OF A PREVIOUS COMPLAINT ABOUT THE ACFT PRESSURIZATION I WAS ATTEMPTING INITIALLY TO HOLD A SLOWER THAN NORMAL RATE OF DSNT AND START THE DSNT FURTHER OUT FROM FREDY THAN NORMAL. AS THE PROFILE CONTINUED I BECAME AWARE THAT FREDY WAS RAPIDLY APCHING. AT 18000' AND 10 MI TO GO, SPD BRAKES OUT AND 4500'/MIN DOWN, THE CAPT INFORMED ATC THAT WE WOULD NOT MAKE 10000' BY FREDY AND ASKED IF THAT WOULD BE A PROB. CTR SAID NO AND WE XED FREDY AT APPROX 14000'. DURING THE INITIAL PART OF THE DSNT THE CAPT WAS GETTING THE ATIS AND TALKING TO COMPANY ON COMPANY FREQ AND SO WAS NOT MONITORING ME AS CLOSELY AS HE WOULD OTHERWISE. WITH ONLY 60 HRS IN TRANSPORT ACFT I DID NOT HAVE THE EXPERIENCE TO CLUE ME IN EARLIER THAT MY INITIAL RATE OF DSNT WAS NOT SUFFICIENT TO MAKE THE XING RESTRICTION. IN RETROSPECT I SHOULD HAVE JUST FOLLOWED THE NORMAL PROFILE OR PLANNED EARLIER IN THE FLT PROFILE WITH CLRLY DEFINED CHKPOINTS TO GAUGE PROGRESS ON THE DSNT SO I WOULD RECOGNIZE PROBS IN TIME TO MAKE GOOD CORRECTIONS.

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.