Narrative:

Flight inbound to lga on mip.MIP1 arrival. Our clearance was to cross marrc intersection at FL180. This was accomplished. Further clearance was issued to cross vibes intersection at 13000 ft. As we were leveling at FL180 I began to get the lga arrival ATIS and then contacted company with an arrival report and arrival gate verification. Confusion occurred as I had not switched to fjc to better identify vibes intersection at 7 DME. We, therefore, failed to meet our crossing restr. I believe there were three contributing factors: two step-down crossing restrs within 58 mi which involves two different vors and radials. The night of dec/tue/97, we had a 165 KT direct tailwind. My getting too involved with other matters (stated above) and losing track of my situational awareness. To prevent this from occurring again: re- evaluate cockpit duties and try to accomplish when things aren't as busy. Try to simplify some of SID's and STAR's into and out of our major airports, ie, mip.MIP1. Supplemental information from acn 389124: at about 8 DME from fjc ZNY asked us if we were going to make vibes at 13000 ft. Obviously we could not. So we were given a new clearance. The captain and I mistakenly read vibes to be 7 mi east of fjc. I believe that there were 3 factors which led to our mistake. The milton 1 arrival into lga is very complex and hard to read especially at night. The captain was contacting company for our in range call and picking up the ATIS. He was out of the loop. The captain and I could make sure of our situational awareness before one of us leaves the information loop.

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Original NASA ASRS Text

Title: AN ACR MD80 FLC CROSSED A STAR NAV POINT WELL ABOVE THE ASSIGNED XING ALT.

Narrative: FLT INBOUND TO LGA ON MIP.MIP1 ARR. OUR CLRNC WAS TO CROSS MARRC INTXN AT FL180. THIS WAS ACCOMPLISHED. FURTHER CLRNC WAS ISSUED TO CROSS VIBES INTXN AT 13000 FT. AS WE WERE LEVELING AT FL180 I BEGAN TO GET THE LGA ARR ATIS AND THEN CONTACTED COMPANY WITH AN ARR RPT AND ARR GATE VERIFICATION. CONFUSION OCCURRED AS I HAD NOT SWITCHED TO FJC TO BETTER IDENT VIBES INTXN AT 7 DME. WE, THEREFORE, FAILED TO MEET OUR XING RESTR. I BELIEVE THERE WERE THREE CONTRIBUTING FACTORS: TWO STEP-DOWN XING RESTRS WITHIN 58 MI WHICH INVOLVES TWO DIFFERENT VORS AND RADIALS. THE NIGHT OF DEC/TUE/97, WE HAD A 165 KT DIRECT TAILWIND. MY GETTING TOO INVOLVED WITH OTHER MATTERS (STATED ABOVE) AND LOSING TRACK OF MY SITUATIONAL AWARENESS. TO PREVENT THIS FROM OCCURRING AGAIN: RE- EVALUATE COCKPIT DUTIES AND TRY TO ACCOMPLISH WHEN THINGS AREN'T AS BUSY. TRY TO SIMPLIFY SOME OF SID'S AND STAR'S INTO AND OUT OF OUR MAJOR ARPTS, IE, MIP.MIP1. SUPPLEMENTAL INFO FROM ACN 389124: AT ABOUT 8 DME FROM FJC ZNY ASKED US IF WE WERE GOING TO MAKE VIBES AT 13000 FT. OBVIOUSLY WE COULD NOT. SO WE WERE GIVEN A NEW CLRNC. THE CAPT AND I MISTAKENLY READ VIBES TO BE 7 MI E OF FJC. I BELIEVE THAT THERE WERE 3 FACTORS WHICH LED TO OUR MISTAKE. THE MILTON 1 ARR INTO LGA IS VERY COMPLEX AND HARD TO READ ESPECIALLY AT NIGHT. THE CAPT WAS CONTACTING COMPANY FOR OUR IN RANGE CALL AND PICKING UP THE ATIS. HE WAS OUT OF THE LOOP. THE CAPT AND I COULD MAKE SURE OF OUR SITUATIONAL AWARENESS BEFORE ONE OF US LEAVES THE INFO LOOP.

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.