Flight crew fails to make crossing restr.

Attributes
ACN	329330
Time
Date	199602
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	atc facility : mgw
State Reference	WV
Altitude	msl bound lower : 24000 msl bound upper : 25000
Environment
Flight Conditions	Mixed
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zdc
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Flight Phase	descent other
Route In Use	arrival other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 230 flight time total : 16000 flight time type : 600
ASRS Report	329330
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	altitude deviation : crossing restriction not met non adherence : clearance
Independent Detector	other controllera
Resolutory Action	none taken : detected after the fact other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Over morgantown VOR on westminster 3 arrival to bwi I was given a clearance to 'cross L1210 at 25000 ft and mumsy at 15000 ft.' I read back 'cross L1210 at 25000 ft and mumsy at 11000 ft.' the controller restated clearance to cross mumsy at 15000 ft. The corrected clearance was misinterpreted by me as a new clearance canceling the L1210 restr. I reported leaving 27000 ft and crossed L1210 at about 24000 ft. The controller pointed out the error, there was no apparent traffic conflict. The descent was started earlier than normal for mumsy for several reasons, an unusually strong tailwind gave a ground speed of almost 600 KTS and the preceding aircraft was given a speed restr in the descent so I anticipated the same. Also icing conditions were anticipated prior to mumsy which requires power well above idle thrust in the MD80. Another contributing factor was that the first officer was receiving ATIS and communicating with company so I was 'solo' handling this clearance. Equipment/procedures to prevent recurrence: ATIS printer in cockpit and a procedure for flight attendants to communicate required services (wheelchairs, etc) before pushback and for pilots to call them in well before descent. This could prevent 'solo' handling of radios in critical phase of flight (descent).

Original NASA ASRS Text

Title: FLC FAILS TO MAKE XING RESTR.

Narrative: OVER MORGANTOWN VOR ON WESTMINSTER 3 ARR TO BWI I WAS GIVEN A CLRNC TO 'CROSS L1210 AT 25000 FT AND MUMSY AT 15000 FT.' I READ BACK 'CROSS L1210 AT 25000 FT AND MUMSY AT 11000 FT.' THE CTLR RESTATED CLRNC TO CROSS MUMSY AT 15000 FT. THE CORRECTED CLRNC WAS MISINTERPRETED BY ME AS A NEW CLRNC CANCELING THE L1210 RESTR. I RPTED LEAVING 27000 FT AND CROSSED L1210 AT ABOUT 24000 FT. THE CTLR POINTED OUT THE ERROR, THERE WAS NO APPARENT TFC CONFLICT. THE DSCNT WAS STARTED EARLIER THAN NORMAL FOR MUMSY FOR SEVERAL REASONS, AN UNUSUALLY STRONG TAILWIND GAVE A GROUND SPD OF ALMOST 600 KTS AND THE PRECEDING ACFT WAS GIVEN A SPD RESTR IN THE DSCNT SO I ANTICIPATED THE SAME. ALSO ICING CONDITIONS WERE ANTICIPATED PRIOR TO MUMSY WHICH REQUIRES PWR WELL ABOVE IDLE THRUST IN THE MD80. ANOTHER CONTRIBUTING FACTOR WAS THAT THE FO WAS RECEIVING ATIS AND COMMUNICATING WITH COMPANY SO I WAS 'SOLO' HANDLING THIS CLRNC. EQUIP/PROCS TO PREVENT RECURRENCE: ATIS PRINTER IN COCKPIT AND A PROC FOR FLT ATTENDANTS TO COMMUNICATE REQUIRED SVCS (WHEELCHAIRS, ETC) BEFORE PUSHBACK AND FOR PLTS TO CALL THEM IN WELL BEFORE DSCNT. THIS COULD PREVENT 'SOLO' HANDLING OF RADIOS IN CRITICAL PHASE OF FLT (DSCNT).

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.