Narrative:

I was the first officer and the captain was doing the flying on flight. We were being vectored for the ILS approach to 18R at orlando international and descended below the clouds. At this point, approximately 8 mi northwest of orlando international, we saw runway 18R and reported it in sight. We were issued a visual approach clearance to 18R, but were told to stay at or above 2500 ft until passing the VOR, and turned over to tower. We were then cleared for landing on 18R and issued a TA of an aircraft at 3000 ft passing across our path that no one was talking to. At this point our TCASII issued a 'traffic, traffic' advisory and we tried to pick up the aircraft visually. Also during this time we were configuring our aircraft for landing and running our landing checklist. We both again were distraction when our TCASII again issued another 'traffic, traffic' advisory. During this time the captain had intercepted the localizer and GS for 18R. We then picked up the traffic visually and noticed that he was descending at the same rate as we were and our TCASII confirmed it. By the time we concluded that the traffic was not going to be a conflict we had descended to 1900 ft on the GS for 18R. At this point I asked tower if 18L was available for landing and was cleared to land on 18L, but was also told that we had not stayed at 2500 ft until passing the VOR. This was true. With the distrs we had forgotten and were not reminded by the altitude reminder because it had been set to the missed approach altitude of 2000 ft. We should have set in 2500 ft in the altitude reminder until passing the VOR. Either this or never accepted the visual approach clearance and only accepted the clearance for the ILS 18R approach instead. I know the 2500 ft restriction was for the traffic pattern of orlando executive, but I don't believe we ever conflicted with their traffic.

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Original NASA ASRS Text

Title: ALTDEV ALT OVERSHOT IN DSCNT. ALT XING RESTRICTION NOT MET.

Narrative: I WAS THE FO AND THE CAPT WAS DOING THE FLYING ON FLT. WE WERE BEING VECTORED FOR THE ILS APCH TO 18R AT ORLANDO INTL AND DSNDED BELOW THE CLOUDS. AT THIS POINT, APPROX 8 MI NW OF ORLANDO INTL, WE SAW RWY 18R AND RPTED IT IN SIGHT. WE WERE ISSUED A VISUAL APCH CLRNC TO 18R, BUT WERE TOLD TO STAY AT OR ABOVE 2500 FT UNTIL PASSING THE VOR, AND TURNED OVER TO TWR. WE WERE THEN CLRED FOR LNDG ON 18R AND ISSUED A TA OF AN ACFT AT 3000 FT PASSING ACROSS OUR PATH THAT NO ONE WAS TALKING TO. AT THIS POINT OUR TCASII ISSUED A 'TFC, TFC' ADVISORY AND WE TRIED TO PICK UP THE ACFT VISUALLY. ALSO DURING THIS TIME WE WERE CONFIGURING OUR ACFT FOR LNDG AND RUNNING OUR LNDG CHKLIST. WE BOTH AGAIN WERE DISTR WHEN OUR TCASII AGAIN ISSUED ANOTHER 'TFC, TFC' ADVISORY. DURING THIS TIME THE CAPT HAD INTERCEPTED THE LOC AND GS FOR 18R. WE THEN PICKED UP THE TFC VISUALLY AND NOTICED THAT HE WAS DSNDING AT THE SAME RATE AS WE WERE AND OUR TCASII CONFIRMED IT. BY THE TIME WE CONCLUDED THAT THE TFC WAS NOT GOING TO BE A CONFLICT WE HAD DSNDED TO 1900 FT ON THE GS FOR 18R. AT THIS POINT I ASKED TWR IF 18L WAS AVAILABLE FOR LNDG AND WAS CLRED TO LAND ON 18L, BUT WAS ALSO TOLD THAT WE HAD NOT STAYED AT 2500 FT UNTIL PASSING THE VOR. THIS WAS TRUE. WITH THE DISTRS WE HAD FORGOTTEN AND WERE NOT REMINDED BY THE ALT REMINDER BECAUSE IT HAD BEEN SET TO THE MISSED APCH ALT OF 2000 FT. WE SHOULD HAVE SET IN 2500 FT IN THE ALT REMINDER UNTIL PASSING THE VOR. EITHER THIS OR NEVER ACCEPTED THE VISUAL APCH CLRNC AND ONLY ACCEPTED THE CLRNC FOR THE ILS 18R APCH INSTEAD. I KNOW THE 2500 FT RESTRICTION WAS FOR THE TFC PATTERN OF ORLANDO EXECUTIVE, BUT I DON'T BELIEVE WE EVER CONFLICTED WITH THEIR TFC.

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.