Narrative:

Clearance had been received to descend to FL230. Further clearance received to descend to FL230 now, and cross tigrr intersection at 11000 ft. I started the descent to FL230 and confirmed the change on the altitude selector to 11000 ft to comply with the altitude crossing request. At this time we received a call from the cabin. The flight attendant had a locked or jammed lavatory door. The first officer handled the call, I was the PF. The lavatory door situation brought me into the discussion as to how to get the door open. After several attempts the flight attendant was unsuccessful. Now as we descended, the first officer prepared for the descent and approach checklists, including getting ATIS. We then began discussing the bad, low WX in cvg and my 'high minimums' captain status, and the possible inability to accept an approach. As we were finishing the descent checklist, we got a call from ATC about our crossing restr. We increased the descent rate but were unable to comply. ATC gave us a new altitude of 14000 ft as we crossed the fix and a right turn, back around to the fix so as to cross at 11000 ft. After a right 360 degree around to 11000 ft to tigrr intersection, we were handed off to approach control. Causes of the event, were my high minimums, new captain in the aircraft, and the distraction of the call from the cabin, at a critical, although not in sterile cockpit time. High workload developed due to proximity to the airport, as time had been used up on the lavatory door call. It was our failure to confirm that we would make the crossing fix, based on automation set in the autoplt.

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Original NASA ASRS Text

Title: CL65 FLC DISTR LEADS TO INABILITY TO MEET ALT XING RESTR CLRNC WHILE ON ARR TO CVG, OH.

Narrative: CLRNC HAD BEEN RECEIVED TO DSND TO FL230. FURTHER CLRNC RECEIVED TO DSND TO FL230 NOW, AND CROSS TIGRR INTXN AT 11000 FT. I STARTED THE DSCNT TO FL230 AND CONFIRMED THE CHANGE ON THE ALT SELECTOR TO 11000 FT TO COMPLY WITH THE ALT XING REQUEST. AT THIS TIME WE RECEIVED A CALL FROM THE CABIN. THE FLT ATTENDANT HAD A LOCKED OR JAMMED LAVATORY DOOR. THE FO HANDLED THE CALL, I WAS THE PF. THE LAVATORY DOOR SIT BROUGHT ME INTO THE DISCUSSION AS TO HOW TO GET THE DOOR OPEN. AFTER SEVERAL ATTEMPTS THE FLT ATTENDANT WAS UNSUCCESSFUL. NOW AS WE DSNDED, THE FO PREPARED FOR THE DSCNT AND APCH CHKLISTS, INCLUDING GETTING ATIS. WE THEN BEGAN DISCUSSING THE BAD, LOW WX IN CVG AND MY 'HIGH MINIMUMS' CAPT STATUS, AND THE POSSIBLE INABILITY TO ACCEPT AN APCH. AS WE WERE FINISHING THE DSCNT CHKLIST, WE GOT A CALL FROM ATC ABOUT OUR XING RESTR. WE INCREASED THE DSCNT RATE BUT WERE UNABLE TO COMPLY. ATC GAVE US A NEW ALT OF 14000 FT AS WE CROSSED THE FIX AND A R TURN, BACK AROUND TO THE FIX SO AS TO CROSS AT 11000 FT. AFTER A R 360 DEG AROUND TO 11000 FT TO TIGRR INTXN, WE WERE HANDED OFF TO APCH CTL. CAUSES OF THE EVENT, WERE MY HIGH MINIMUMS, NEW CAPT IN THE ACFT, AND THE DISTR OF THE CALL FROM THE CABIN, AT A CRITICAL, ALTHOUGH NOT IN STERILE COCKPIT TIME. HIGH WORKLOAD DEVELOPED DUE TO PROX TO THE ARPT, AS TIME HAD BEEN USED UP ON THE LAVATORY DOOR CALL. IT WAS OUR FAILURE TO CONFIRM THAT WE WOULD MAKE THE XING FIX, BASED ON AUTOMATION SET IN THE AUTOPLT.

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.