Narrative:

While in the descent phase of the flight we were given a clearance to cross 50 NM southwest of hampton VOR at FL200. We acknowledged the clearance and then were given a frequency change. We changed over and checked in. As hampton was behind us it was not showing on the HSI so I had to bring it up on the fix page. At that point we were already 43 NM past hto. We were operating at a previously issued reduced speed of 280 KTS or 290 KTS. It was not even remotely possible to comply with the crossing restr. We were unable to inform the controller in time as she was giving a long clearance to someone and then they had to read it back. By then we were past the fix. I understand the problems that the controllers have in the new york area keeping the traffic separated. However, we cannot do things in the aircraft, such as losing over 4000 ft of altitude in less than 7 mi while slowed down and changing over to another controller. Perhaps this would be a perfect place to have a STAR. If we knew ahead of time, crossing restrs would be no problem. I do not think that other traffic was involved. The controller did not say or ask anything. I must add that it would be nice and also easier for us if crossing fixes were given that are ahead of the aircraft and on the flight plan. I know that this can sometime be difficult for ATC, but it would have, in this case, negated the filling out of this form.

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Original NASA ASRS Text

Title: CAPT OF A B767 UNDERSHOT DSCNT FIX DUE TO SHORT NOTICE OF FIX AND CTLR CHANGES. IN ADDITION, SINCE THE VORTAC ON WHICH THE FIX WAS PREDICATED WAS BEHIND THE ACFT, AND THEY HAD SUCH A SHORT TIME TO MAKE THE FIX FOR THE ALT LOSS REQUIRED, IT MADE IT VERY DIFFICULT TO IDENT AND MAKE THE FIX. THE CAPT COMPLAINED THAT THE FIX SHOULD BE MADE UP ON A STAR.

Narrative: WHILE IN THE DSCNT PHASE OF THE FLT WE WERE GIVEN A CLRNC TO CROSS 50 NM SW OF HAMPTON VOR AT FL200. WE ACKNOWLEDGED THE CLRNC AND THEN WERE GIVEN A FREQ CHANGE. WE CHANGED OVER AND CHKED IN. AS HAMPTON WAS BEHIND US IT WAS NOT SHOWING ON THE HSI SO I HAD TO BRING IT UP ON THE FIX PAGE. AT THAT POINT WE WERE ALREADY 43 NM PAST HTO. WE WERE OPERATING AT A PREVIOUSLY ISSUED REDUCED SPD OF 280 KTS OR 290 KTS. IT WAS NOT EVEN REMOTELY POSSIBLE TO COMPLY WITH THE XING RESTR. WE WERE UNABLE TO INFORM THE CTLR IN TIME AS SHE WAS GIVING A LONG CLRNC TO SOMEONE AND THEN THEY HAD TO READ IT BACK. BY THEN WE WERE PAST THE FIX. I UNDERSTAND THE PROBS THAT THE CTLRS HAVE IN THE NEW YORK AREA KEEPING THE TFC SEPARATED. HOWEVER, WE CANNOT DO THINGS IN THE ACFT, SUCH AS LOSING OVER 4000 FT OF ALT IN LESS THAN 7 MI WHILE SLOWED DOWN AND CHANGING OVER TO ANOTHER CTLR. PERHAPS THIS WOULD BE A PERFECT PLACE TO HAVE A STAR. IF WE KNEW AHEAD OF TIME, XING RESTRS WOULD BE NO PROB. I DO NOT THINK THAT OTHER TFC WAS INVOLVED. THE CTLR DID NOT SAY OR ASK ANYTHING. I MUST ADD THAT IT WOULD BE NICE AND ALSO EASIER FOR US IF XING FIXES WERE GIVEN THAT ARE AHEAD OF THE ACFT AND ON THE FLT PLAN. I KNOW THAT THIS CAN SOMETIME BE DIFFICULT FOR ATC, BUT IT WOULD HAVE, IN THIS CASE, NEGATED THE FILLING OUT OF THIS FORM.

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.