Narrative:

We were on arrival to ord (O'hare) inside (bdf) bradford VOR on clearance to fly direct to ord. Inside bdf given descent to FL190 at maximum forward speed. Passing 20000 ft given clearance to cross 45 southwest of ord at 11000 ft - we were 30 mi approximately from that fix when clearance was given. At 19000 ft we encountered moderate turbulence. At maximum speed I believed this would cause structural damage to aircraft told first officer to advise center we were in moderate turbulence and had to slow. Going down and slowing aircraft made the ability to make the crossing restr difficult. ATC acknowledged that we were slowing. Very busy on the frequency, crossing and slowing aircraft made further difficulty with a 100 KT tailwind. About 7 mi from fix we were still to high to make it, approximately 7000-8000 ft. ATC gave us a turn to left to facilitate us in his sequencing of traffic into airport. At 45 southwest of ord we were approximately 1500 ft higher than our crossing restr, ATC gave us instructions to proceed direct to ord, followed shortly thereafter with a heading to intercept the runway 4R localizer and proceed inbound. ATC handed us off to ord approach with nothing said about our failure to meet crossing restr. I was preoccupied with slowing the aircraft in turbulence and descending, first officer asked if he should advise ATC of our inability to make restr, I told him not to bother, but looking back now I should have let him. It also would have been helpful if ZAU would have given us the restr a little earlier on arrival considering the tailwind.

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Original NASA ASRS Text

Title: WX FACTORS - ACR ENCOUNTERS TURB ON DSCNT AND HAS TO SLOW BELOW ITS ASSIGNED SPD AND DOES NOT MAKE ITS XING RESTR.

Narrative: WE WERE ON ARR TO ORD (O'HARE) INSIDE (BDF) BRADFORD VOR ON CLRNC TO FLY DIRECT TO ORD. INSIDE BDF GIVEN DSCNT TO FL190 AT MAX FORWARD SPD. PASSING 20000 FT GIVEN CLRNC TO CROSS 45 SW OF ORD AT 11000 FT - WE WERE 30 MI APPROX FROM THAT FIX WHEN CLRNC WAS GIVEN. AT 19000 FT WE ENCOUNTERED MODERATE TURB. AT MAX SPD I BELIEVED THIS WOULD CAUSE STRUCTURAL DAMAGE TO ACFT TOLD FO TO ADVISE CTR WE WERE IN MODERATE TURB AND HAD TO SLOW. GOING DOWN AND SLOWING ACFT MADE THE ABILITY TO MAKE THE XING RESTR DIFFICULT. ATC ACKNOWLEDGED THAT WE WERE SLOWING. VERY BUSY ON THE FREQ, XING AND SLOWING ACFT MADE FURTHER DIFFICULTY WITH A 100 KT TAILWIND. ABOUT 7 MI FROM FIX WE WERE STILL TO HIGH TO MAKE IT, APPROX 7000-8000 FT. ATC GAVE US A TURN TO L TO FACILITATE US IN HIS SEQUENCING OF TFC INTO ARPT. AT 45 SW OF ORD WE WERE APPROX 1500 FT HIGHER THAN OUR XING RESTR, ATC GAVE US INSTRUCTIONS TO PROCEED DIRECT TO ORD, FOLLOWED SHORTLY THEREAFTER WITH A HDG TO INTERCEPT THE RWY 4R LOC AND PROCEED INBOUND. ATC HANDED US OFF TO ORD APCH WITH NOTHING SAID ABOUT OUR FAILURE TO MEET XING RESTR. I WAS PREOCCUPIED WITH SLOWING THE ACFT IN TURB AND DSNDING, FO ASKED IF HE SHOULD ADVISE ATC OF OUR INABILITY TO MAKE RESTR, I TOLD HIM NOT TO BOTHER, BUT LOOKING BACK NOW I SHOULD HAVE LET HIM. IT ALSO WOULD HAVE BEEN HELPFUL IF ZAU WOULD HAVE GIVEN US THE RESTR A LITTLE EARLIER ON ARR CONSIDERING THE TAILWIND.

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.