Narrative:

Approximately 60 mi before bramr intersection in cruise ATC gave us direct bramr, cross at 12000 ft and pick up speed. These instructions required multiple FMS entries (11) which as PF I entered. However, I did not change the altitude select knob which is necessary in order for aircraft to actually descend in profile on autoplt. Approximately 6-7 mi prior to bramr ATC called and asked our altitude. I then realized and disconnected autoplt, speed brake out and maximum descent to try to make the restr, however was only able to be out of 180 at bramr and level at 12000 ft approximately 5-6 mi after bramr. ATC did give us 20-30 degree turns left and then right during descent but we did not see other aircraft or have TCASII alert, nor were we advised by ATC of any conflict. As a result of this experience I have decided to make all required altitude entries prior to any other entries to ensure proper arming of the system. Probably a couple of contributing factors in this case were: unfamiliar with area and commuter pilot in jump seat, but I believe main factor was multiple entries required and one missing broke the chain. Supplemental information from acn 255173: our flight was flying the bramr 2 arrival to kansas city with clearance to cross the bramr intersection at 12000 ft and 250 KTS. That restr was entered into the FMC with the altitude alerter pulled and armed. Before we got to top of descent the center asked us to maintain 300 KIAS. The PF selected 300 KIAS with 'speed select' which knocked the profile off. When we realized that we had overflown the top of descent we used 5800 FPM but missed the crossing restr by 6 mi. A question to the controller about a conflict was met with no response.

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Original NASA ASRS Text

Title: ALTDEV ALT XING RESTR NOT MET.

Narrative: APPROX 60 MI BEFORE BRAMR INTXN IN CRUISE ATC GAVE US DIRECT BRAMR, CROSS AT 12000 FT AND PICK UP SPD. THESE INSTRUCTIONS REQUIRED MULTIPLE FMS ENTRIES (11) WHICH AS PF I ENTERED. HOWEVER, I DID NOT CHANGE THE ALT SELECT KNOB WHICH IS NECESSARY IN ORDER FOR ACFT TO ACTUALLY DSND IN PROFILE ON AUTOPLT. APPROX 6-7 MI PRIOR TO BRAMR ATC CALLED AND ASKED OUR ALT. I THEN REALIZED AND DISCONNECTED AUTOPLT, SPD BRAKE OUT AND MAX DSCNT TO TRY TO MAKE THE RESTR, HOWEVER WAS ONLY ABLE TO BE OUT OF 180 AT BRAMR AND LEVEL AT 12000 FT APPROX 5-6 MI AFTER BRAMR. ATC DID GIVE US 20-30 DEG TURNS L AND THEN R DURING DSCNT BUT WE DID NOT SEE OTHER ACFT OR HAVE TCASII ALERT, NOR WERE WE ADVISED BY ATC OF ANY CONFLICT. AS A RESULT OF THIS EXPERIENCE I HAVE DECIDED TO MAKE ALL REQUIRED ALT ENTRIES PRIOR TO ANY OTHER ENTRIES TO ENSURE PROPER ARMING OF THE SYS. PROBABLY A COUPLE OF CONTRIBUTING FACTORS IN THIS CASE WERE: UNFAMILIAR WITH AREA AND COMMUTER PLT IN JUMP SEAT, BUT I BELIEVE MAIN FACTOR WAS MULTIPLE ENTRIES REQUIRED AND ONE MISSING BROKE THE CHAIN. SUPPLEMENTAL INFORMATION FROM ACN 255173: OUR FLT WAS FLYING THE BRAMR 2 ARR TO KANSAS CITY WITH CLRNC TO CROSS THE BRAMR INTXN AT 12000 FT AND 250 KTS. THAT RESTR WAS ENTERED INTO THE FMC WITH THE ALT ALERTER PULLED AND ARMED. BEFORE WE GOT TO TOP OF DSCNT THE CTR ASKED US TO MAINTAIN 300 KIAS. THE PF SELECTED 300 KIAS WITH 'SPD SELECT' WHICH KNOCKED THE PROFILE OFF. WHEN WE REALIZED THAT WE HAD OVERFLOWN THE TOP OF DSCNT WE USED 5800 FPM BUT MISSED THE XING RESTR BY 6 MI. A QUESTION TO THE CTLR ABOUT A CONFLICT WAS MET WITH NO RESPONSE.

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.