Narrative:

Atx X cleared from sln J96 to pia direct to fwa direct to yip. Prior to reaching pia we had been cleared our present position direct to yip with ZAU. Shortly thereafter we were again told to go direct to fwa. ZAU cleared us to descend from FL410 and passed us off to ZOB at which time we were cleared to descend and expect to cross fwa at FL250 with the cruxx 2 arrival to yip. The aircraft was set up with a descent rate of 3000 FPM to cross the fwa at FL250. A few mi west of fwa we were given a clearance restr to cross fwa at FL240 and the cruxx 2 arrival. With the cruxx 2 arrival chart out and the aircraft descending, everything seemed to be in order. We had a crossing altitude and we knew where we were going. Then ZOB changed the program. We were just a few mi west of fwa moving at approximately 500 KTS plus and coming up on fwa descending in a high altitude environment, when ZOB gave us a new clearance. A full route clearance, after passing fwa join vector 221 to lfd then victor 10 to cruxx direct yip. Now we had to find V221, which is not on any high altitude chart nor is it on the cruxx 2 arrival. Now the aircraft is almost on top of the fwa VOR and we are still trying to find V221. The priorities got misplaced and now we are not really sure which way to go after we pass over fwa and the altitude became secondary as our concern was where do we go from fwa? As we found V221, the aircraft was just passing through FL250 descending at 3000 FPM over fwa. The outbound leg of 016 (V221) was out into the obs and the aircraft was turned to the new heading when ZOB advised us if we could not make a crossing restr we should have advised them! At that time the aircraft was just passing through FL245 and still descending. We had passed over the fwa VOR and missed the FL240 altitude restr. There was some confusion in the cockpit as to the new clearance at such a short time from the VOR and this took our attention from the altitude restr while looking for a new clearance assignment. Along with the fact that we had a 100 plus KT tailwind did not help the situation. One of the main factors contributing to the error was the concern of not knowing where we were to go after crossing fwa. The time it took to find the victor airway on a low altitude chart while in a low altitude chart while in a high altitude environment took too long when we were so close to the VOR. The other problem may have been not being familiar with all the airways, fixes and waypoints in the local area.

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Original NASA ASRS Text

Title: LR24 FAILED TO MET XING RESTR. ALTDEV.

Narrative: ATX X CLRED FROM SLN J96 TO PIA DIRECT TO FWA DIRECT TO YIP. PRIOR TO REACHING PIA WE HAD BEEN CLRED OUR PRESENT POS DIRECT TO YIP WITH ZAU. SHORTLY THEREAFTER WE WERE AGAIN TOLD TO GO DIRECT TO FWA. ZAU CLRED US TO DSND FROM FL410 AND PASSED US OFF TO ZOB AT WHICH TIME WE WERE CLRED TO DSND AND EXPECT TO CROSS FWA AT FL250 WITH THE CRUXX 2 ARR TO YIP. THE ACFT WAS SET UP WITH A DSCNT RATE OF 3000 FPM TO CROSS THE FWA AT FL250. A FEW MI W OF FWA WE WERE GIVEN A CLRNC RESTR TO CROSS FWA AT FL240 AND THE CRUXX 2 ARR. WITH THE CRUXX 2 ARR CHART OUT AND THE ACFT DSNDING, EVERYTHING SEEMED TO BE IN ORDER. WE HAD A XING ALT AND WE KNEW WHERE WE WERE GOING. THEN ZOB CHANGED THE PROGRAM. WE WERE JUST A FEW MI W OF FWA MOVING AT APPROX 500 KTS PLUS AND COMING UP ON FWA DSNDING IN A HIGH ALT ENVIRONMENT, WHEN ZOB GAVE US A NEW CLRNC. A FULL RTE CLRNC, AFTER PASSING FWA JOIN VECTOR 221 TO LFD THEN VICTOR 10 TO CRUXX DIRECT YIP. NOW WE HAD TO FIND V221, WHICH IS NOT ON ANY HIGH ALT CHART NOR IS IT ON THE CRUXX 2 ARR. NOW THE ACFT IS ALMOST ON TOP OF THE FWA VOR AND WE ARE STILL TRYING TO FIND V221. THE PRIORITIES GOT MISPLACED AND NOW WE ARE NOT REALLY SURE WHICH WAY TO GO AFTER WE PASS OVER FWA AND THE ALT BECAME SECONDARY AS OUR CONCERN WAS WHERE DO WE GO FROM FWA? AS WE FOUND V221, THE ACFT WAS JUST PASSING THROUGH FL250 DSNDING AT 3000 FPM OVER FWA. THE OUTBOUND LEG OF 016 (V221) WAS OUT INTO THE OBS AND THE ACFT WAS TURNED TO THE NEW HDG WHEN ZOB ADVISED US IF WE COULD NOT MAKE A XING RESTR WE SHOULD HAVE ADVISED THEM! AT THAT TIME THE ACFT WAS JUST PASSING THROUGH FL245 AND STILL DSNDING. WE HAD PASSED OVER THE FWA VOR AND MISSED THE FL240 ALT RESTR. THERE WAS SOME CONFUSION IN THE COCKPIT AS TO THE NEW CLRNC AT SUCH A SHORT TIME FROM THE VOR AND THIS TOOK OUR ATTN FROM THE ALT RESTR WHILE LOOKING FOR A NEW CLRNC ASSIGNMENT. ALONG WITH THE FACT THAT WE HAD A 100 PLUS KT TAILWIND DID NOT HELP THE SIT. ONE OF THE MAIN FACTORS CONTRIBUTING TO THE ERROR WAS THE CONCERN OF NOT KNOWING WHERE WE WERE TO GO AFTER CROSSING FWA. THE TIME IT TOOK TO FIND THE VICTOR AIRWAY ON A LOW ALT CHART WHILE IN A LOW ALT CHART WHILE IN A HIGH ALT ENVIRONMENT TOOK TOO LONG WHEN WE WERE SO CLOSE TO THE VOR. THE OTHER PROB MAY HAVE BEEN NOT BEING FAMILIAR WITH ALL THE AIRWAYS, FIXES AND WAYPOINTS IN THE LCL AREA.

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.