Narrative:

While on the ILS 32L at ord between lumpy 5000 ft (15.3 DME) and kitts 4000 ft (12.4 DME), chicago approach called to advise us to hold 180 KIAS to jocky and contact tower 126.9 at jocky. I responded, and he then said to state altitude. I advised 3200 ft and he said we had just passed by a 5000 ft MSL altitude restr (lumpy), but to maintain 3200 until GS interception. We complied. Leading up to this point. We had been at 11000 ft MSL at 320 KIAS until about 25 mi from the runway, flying the localizer inbound. We were cleared the approach, and the next point on our map display was greti with greti also the next point in the CDU and the associated 3000 ft restr as per the approach plate. With a brand new first officer (first identification solo after IOE), he had his hands full slowing the airplane and getting it down. Speed permitting, he called for the gear and final descent checklist. The altitude warning horn sounded as we departed 10800 ft MSL, and I quickly set the 3000 ft as I glanced at the CDU. One other point of note. The previous ATIS indicated runway 27R as the only landing runway. Our first indication of a runway 32L approach was with our initial contact with the second approach controller. We had earlier briefed and set NAVAID/FMC for the ILS 27R. Factors affecting this deviation: first officer airplane familiarity, change in approach, excessive speed inbound to facilitate controller spacing of inbound aircraft, lack of approach waypoints available in FMC and displayed in CDU and map with appropriate altitude restrs, WX (3800 ft ceiling) -- in clouds from 11000 ft MSL down to approximately 4500 ft MSL, difficulty in slowing and descending, and distraction by PNF while accomplishing checklists. Corrections: discontinue such high speed approachs within 30 mi of the field, increase FMC navigation data capability to include intermediate level off altitudes and associated waypoints of the selected approach, endeavor to bring approach plate more into xchk when step down type approach is being conducted, more closely monitor PF, and finally, be more situationally aware as a PNF.

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Original NASA ASRS Text

Title: ALT XING RESTR NOT MET ON IAP ILS APCH.

Narrative: WHILE ON THE ILS 32L AT ORD BETWEEN LUMPY 5000 FT (15.3 DME) AND KITTS 4000 FT (12.4 DME), CHICAGO APCH CALLED TO ADVISE US TO HOLD 180 KIAS TO JOCKY AND CONTACT TWR 126.9 AT JOCKY. I RESPONDED, AND HE THEN SAID TO STATE ALT. I ADVISED 3200 FT AND HE SAID WE HAD JUST PASSED BY A 5000 FT MSL ALT RESTR (LUMPY), BUT TO MAINTAIN 3200 UNTIL GS INTERCEPTION. WE COMPLIED. LEADING UP TO THIS POINT. WE HAD BEEN AT 11000 FT MSL AT 320 KIAS UNTIL ABOUT 25 MI FROM THE RWY, FLYING THE LOC INBOUND. WE WERE CLRED THE APCH, AND THE NEXT POINT ON OUR MAP DISPLAY WAS GRETI WITH GRETI ALSO THE NEXT POINT IN THE CDU AND THE ASSOCIATED 3000 FT RESTR AS PER THE APCH PLATE. WITH A BRAND NEW FO (FIRST ID SOLO AFTER IOE), HE HAD HIS HANDS FULL SLOWING THE AIRPLANE AND GETTING IT DOWN. SPD PERMITTING, HE CALLED FOR THE GEAR AND FINAL DSCNT CHKLIST. THE ALT WARNING HORN SOUNDED AS WE DEPARTED 10800 FT MSL, AND I QUICKLY SET THE 3000 FT AS I GLANCED AT THE CDU. ONE OTHER POINT OF NOTE. THE PREVIOUS ATIS INDICATED RWY 27R AS THE ONLY LNDG RWY. OUR FIRST INDICATION OF A RWY 32L APCH WAS WITH OUR INITIAL CONTACT WITH THE SECOND APCH CTLR. WE HAD EARLIER BRIEFED AND SET NAVAID/FMC FOR THE ILS 27R. FACTORS AFFECTING THIS DEV: FO AIRPLANE FAMILIARITY, CHANGE IN APCH, EXCESSIVE SPD INBOUND TO FACILITATE CTLR SPACING OF INBOUND ACFT, LACK OF APCH WAYPOINTS AVAILABLE IN FMC AND DISPLAYED IN CDU AND MAP WITH APPROPRIATE ALT RESTRS, WX (3800 FT CEILING) -- IN CLOUDS FROM 11000 FT MSL DOWN TO APPROX 4500 FT MSL, DIFFICULTY IN SLOWING AND DSNDING, AND DISTR BY PNF WHILE ACCOMPLISHING CHKLISTS. CORRECTIONS: DISCONTINUE SUCH HIGH SPD APCHS WITHIN 30 MI OF THE FIELD, INCREASE FMC NAV DATA CAPABILITY TO INCLUDE INTERMEDIATE LEVEL OFF ALTS AND ASSOCIATED WAYPOINTS OF THE SELECTED APCH, ENDEAVOR TO BRING APCH PLATE MORE INTO XCHK WHEN STEP DOWN TYPE APCH IS BEING CONDUCTED, MORE CLOSELY MONITOR PF, AND FINALLY, BE MORE SITUATIONALLY AWARE AS A PNF.

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.