Altitude crossing restriction altitude deviation. Track deviation.

Attributes
ACN	315218
Time
Date	199509
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : mrb
State Reference	WV
Altitude	msl bound lower : 10000 msl bound upper : 13000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : iad
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Navigation In Use	Other
Flight Phase	descent other
Route In Use	enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 180 flight time total : 10000 flight time type : 2000
ASRS Report	315218
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	altitude deviation : crossing restriction not met altitude deviation : undershoot non adherence : clearance non adherence other other anomaly other other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : issued new clearance flight crew : returned to intended course or assigned course other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

On a flight from frankfurt, germany, to dulles international airport. In our descent phase for arrival to dulles, ATC slowed us down and gave us vectors to fit in sequence with slower traffic ahead. Along with the vectors were instructions to proceed to the fixes and VOR's on our flight plan. So descending, vectors, INS navigation and numerous combinations of these were in effect, switching back and forth. Level at 13000 ft MSL, on a vector, and under dulles approach control, we were cleared to cross 'robrt' intersection at 10000 ft (250 KTS). We were in heading mode, manual speed, and altitude hold figuring before this that we were on a vector to the runway 19R ILS! (We had filed away our flight plan with the numbered INS waypoints). Then upon receipt of direct to robrt intersection to cross at 10000 ft and 250 KTS, we then went back to INS navigation, and entered what we thought was the INS number for robrt. During our navigation switching we noticed that the VOR and DME setup showed us near robrt and where we would not be in position to comply with the restriction. In fact we were already into our briefing of the ILS runway 19R, talking about frequencys and altitudes, etc. When we switched back to INS we wrongly entered the waypoint after robrt and thought we had enough time to get lower and slow down. We had selected the wrong waypoint! Then by the time we figured this out and looked at our VOR's, we were high and fast at robrt. ATC saw us and gave us vectors to get us lower and slower and into traffic sequence for the ILS runway 19R. Overall it was near the end of an 8 plus 13 hour flight, so fatigue was upon us. We saw lots of TCASII traffic along our flight path and were on look out, and after lots of vectors and directs, we thought that under dulles radar that vectoring to the ILS was a fact, avoiding the robrt restriction. Dulles approach vectored us to a successful visual ILS to runway 19R at dulles.

Original NASA ASRS Text

Title: ALT XING RESTRICTION ALT DEV. TRACK DEV.

Narrative: ON A FLT FROM FRANKFURT, GERMANY, TO DULLES INTL ARPT. IN OUR DSCNT PHASE FOR ARR TO DULLES, ATC SLOWED US DOWN AND GAVE US VECTORS TO FIT IN SEQUENCE WITH SLOWER TFC AHEAD. ALONG WITH THE VECTORS WERE INSTRUCTIONS TO PROCEED TO THE FIXES AND VOR'S ON OUR FLT PLAN. SO DSNDING, VECTORS, INS NAV AND NUMEROUS COMBINATIONS OF THESE WERE IN EFFECT, SWITCHING BACK AND FORTH. LEVEL AT 13000 FT MSL, ON A VECTOR, AND UNDER DULLES APCH CTL, WE WERE CLRED TO CROSS 'ROBRT' INTXN AT 10000 FT (250 KTS). WE WERE IN HDG MODE, MANUAL SPD, AND ALT HOLD FIGURING BEFORE THIS THAT WE WERE ON A VECTOR TO THE RWY 19R ILS! (WE HAD FILED AWAY OUR FLT PLAN WITH THE NUMBERED INS WAYPOINTS). THEN UPON RECEIPT OF DIRECT TO ROBRT INTXN TO CROSS AT 10000 FT AND 250 KTS, WE THEN WENT BACK TO INS NAV, AND ENTERED WHAT WE THOUGHT WAS THE INS NUMBER FOR ROBRT. DURING OUR NAV SWITCHING WE NOTICED THAT THE VOR AND DME SETUP SHOWED US NEAR ROBRT AND WHERE WE WOULD NOT BE IN POS TO COMPLY WITH THE RESTRICTION. IN FACT WE WERE ALREADY INTO OUR BRIEFING OF THE ILS RWY 19R, TALKING ABOUT FREQS AND ALTS, ETC. WHEN WE SWITCHED BACK TO INS WE WRONGLY ENTERED THE WAYPOINT AFTER ROBRT AND THOUGHT WE HAD ENOUGH TIME TO GET LOWER AND SLOW DOWN. WE HAD SELECTED THE WRONG WAYPOINT! THEN BY THE TIME WE FIGURED THIS OUT AND LOOKED AT OUR VOR'S, WE WERE HIGH AND FAST AT ROBRT. ATC SAW US AND GAVE US VECTORS TO GET US LOWER AND SLOWER AND INTO TFC SEQUENCE FOR THE ILS RWY 19R. OVERALL IT WAS NEAR THE END OF AN 8 PLUS 13 HR FLT, SO FATIGUE WAS UPON US. WE SAW LOTS OF TCASII TFC ALONG OUR FLT PATH AND WERE ON LOOK OUT, AND AFTER LOTS OF VECTORS AND DIRECTS, WE THOUGHT THAT UNDER DULLES RADAR THAT VECTORING TO THE ILS WAS A FACT, AVOIDING THE ROBRT RESTRICTION. DULLES APCH VECTORED US TO A SUCCESSFUL VISUAL ILS TO RWY 19R AT DULLES.

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.