The PIC of a B747-100 freighter fails to make an altitude crossing restr 40 DME southeast of iiu, ky...

Attributes
ACN	466510
Time
Date	200003
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	navaid : iiu.vortac
State Reference	KY
Altitude	msl bound lower : 11000 msl bound upper : 12000
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	artcc : zid.artcc
Operator	common carrier : air carrier
Make Model Name	B747-100
Operating Under FAR Part	Part 121
Navigation In Use	other vortac
Flight Phase	descent : intermediate altitude descent : approach
Route In Use	arrival star : darby
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : instrument pilot : multi engine
Experience	flight time last 90 days : 150 flight time total : 14000 flight time type : 2400
ASRS Report	466510
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial pilot : multi engine
Events
Anomaly	altitude deviation : excursion from assigned altitude altitude deviation : undershoot non adherence : clearance other anomaly other
Independent Detector	other flight crewa
Resolutory Action	none taken : insufficient time
Consequence	Other
Supplementary
Problem Areas	ATC Human Performance Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Inbound to louisville international airport on airway, about 15 NM from a turn onto darby 2 STAR. ZID last assigned interim descent altitude of FL240, which we were closely approaching. This altitude would be considered somewhat above profile for the expected darby crossing restr (11000 ft) only 25-30 NM ahead. Further clearance to cross 40 DME at 11000 ft was received about this time, and descent was promptly started. I thought the clearance could be complied with, since no speed restr was issued. However, the 11000 ft altitude was not actually made until 4 DME beyond the 40 DME fix. I do not believe there was any traffic conflict, nor was there any comment by the center controller. In retrospect, I should have informed the controller early on about the uncertainty of making 11000 ft by 40 DME due to the FL240 clearance relatively close in, in order to negotiate some relief. What really caused the problem? As captain, I pride myself on always being ahead of the situation and pro-active, but I have to think that on this night I was not quite giving 100% thought and effort to this part of the flight.

Original NASA ASRS Text

Title: THE PIC OF A B747-100 FREIGHTER FAILS TO MAKE AN ALT XING RESTR 40 DME SE OF IIU, KY.

Narrative: INBOUND TO LOUISVILLE INTL ARPT ON AIRWAY, ABOUT 15 NM FROM A TURN ONTO DARBY 2 STAR. ZID LAST ASSIGNED INTERIM DSCNT ALT OF FL240, WHICH WE WERE CLOSELY APCHING. THIS ALT WOULD BE CONSIDERED SOMEWHAT ABOVE PROFILE FOR THE EXPECTED DARBY XING RESTR (11000 FT) ONLY 25-30 NM AHEAD. FURTHER CLRNC TO CROSS 40 DME AT 11000 FT WAS RECEIVED ABOUT THIS TIME, AND DSCNT WAS PROMPTLY STARTED. I THOUGHT THE CLRNC COULD BE COMPLIED WITH, SINCE NO SPD RESTR WAS ISSUED. HOWEVER, THE 11000 FT ALT WAS NOT ACTUALLY MADE UNTIL 4 DME BEYOND THE 40 DME FIX. I DO NOT BELIEVE THERE WAS ANY TFC CONFLICT, NOR WAS THERE ANY COMMENT BY THE CTR CTLR. IN RETROSPECT, I SHOULD HAVE INFORMED THE CTLR EARLY ON ABOUT THE UNCERTAINTY OF MAKING 11000 FT BY 40 DME DUE TO THE FL240 CLRNC RELATIVELY CLOSE IN, IN ORDER TO NEGOTIATE SOME RELIEF. WHAT REALLY CAUSED THE PROB? AS CAPT, I PRIDE MYSELF ON ALWAYS BEING AHEAD OF THE SIT AND PRO-ACTIVE, BUT I HAVE TO THINK THAT ON THIS NIGHT I WAS NOT QUITE GIVING 100% THOUGHT AND EFFORT TO THIS PART OF THE FLT.

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.