Late descent, non compliance with altitude crossing restr and poor ATC planning.

Attributes
ACN	293882
Time
Date	199501
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	atc facility : sps
State Reference	TX
Altitude	msl bound lower : 2500 msl bound upper : 3000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : sps tower : dfw
Operator	common carrier : air taxi
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 135
Flight Phase	descent other
Flight Plan	IFR
Aircraft 2
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	other : unknown
Flight Phase	cruise other
Person 1
Affiliation	company : air taxi
Function	flight crew : first officer
Qualification	pilot : atp pilot : instrument pilot : commercial
Experience	flight time last 90 days : 200 flight time total : 2200 flight time type : 650
ASRS Report	293882
Person 2
Affiliation	company : air taxi
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	conflict : nmac non adherence : published procedure non adherence : clearance
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : issued new clearance other
Consequence	faa : investigated
Miss Distance	vertical : 200
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation Operational Error

Narrative:

En route to sps, we were kept quite high only 15 mi from the airport (about 16000 ft). At about this time sps approach began giving us numerous vectors for our descent. Approximately 6 mi from the VOR, descending from 8700 ft to 8000 ft, we were asked if we could cross the VOR at 2300 ft. We replied, 'affirmative.' after receiving no clearance to descend from approach, we asked if we were cleared to 2300 ft. Approach then cleared us to cross the VOR at 2300 ft. In the descent it became apparent that we would miss the crossing restr by 200- 300 ft. We advised ATC of this problem. Sps approach then gave us a turn and had us climb to 3000 ft (from 2500 ft) as he advised us of traffic crossing overhead at 2800 ft. We did not see this traffic. After this the flight proceeded normally. It seems that on VFR wkdays with the abundance of military traffic, sheppard ATC is a bit out of control. I can't recall receiving so many vectors in such a short period -- from 20 degrees to 270 degree turns. I also realize that we did not help ATC's planning by failing to meet the crossing restr (of which we advised).

Original NASA ASRS Text

Title: LATE DSCNT, NON COMPLIANCE WITH ALT XING RESTR AND POOR ATC PLANNING.

Narrative: ENRTE TO SPS, WE WERE KEPT QUITE HIGH ONLY 15 MI FROM THE ARPT (ABOUT 16000 FT). AT ABOUT THIS TIME SPS APCH BEGAN GIVING US NUMEROUS VECTORS FOR OUR DSCNT. APPROX 6 MI FROM THE VOR, DSNDING FROM 8700 FT TO 8000 FT, WE WERE ASKED IF WE COULD CROSS THE VOR AT 2300 FT. WE REPLIED, 'AFFIRMATIVE.' AFTER RECEIVING NO CLRNC TO DSND FROM APCH, WE ASKED IF WE WERE CLRED TO 2300 FT. APCH THEN CLRED US TO CROSS THE VOR AT 2300 FT. IN THE DSCNT IT BECAME APPARENT THAT WE WOULD MISS THE XING RESTR BY 200- 300 FT. WE ADVISED ATC OF THIS PROB. SPS APCH THEN GAVE US A TURN AND HAD US CLB TO 3000 FT (FROM 2500 FT) AS HE ADVISED US OF TFC XING OVERHEAD AT 2800 FT. WE DID NOT SEE THIS TFC. AFTER THIS THE FLT PROCEEDED NORMALLY. IT SEEMS THAT ON VFR WKDAYS WITH THE ABUNDANCE OF MIL TFC, SHEPPARD ATC IS A BIT OUT OF CTL. I CAN'T RECALL RECEIVING SO MANY VECTORS IN SUCH A SHORT PERIOD -- FROM 20 DEGS TO 270 DEG TURNS. I ALSO REALIZE THAT WE DID NOT HELP ATC'S PLANNING BY FAILING TO MEET THE XING RESTR (OF WHICH WE ADVISED).

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.