LJ36 crew had an altitude deviation on descent into las.

Attributes
ACN	572018
Time
Date	200301
Day	Sun
Local Time Of Day	1201 To 1800
Place
Locale Reference	navaid : las.vortac
State Reference	NV
Altitude	msl bound lower : 12000 msl bound upper : 13000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : l30.tracon
Operator	Other
Make Model Name	Learjet 36
Operating Under FAR Part	Part 91
Navigation In Use	other vortac
Flight Phase	descent : approach
Route In Use	arrival : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 100 flight time total : 3000 flight time type : 1000
ASRS Report	572018
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Events
Anomaly	altitude deviation : crossing restriction not met altitude deviation : undershoot non adherence : published procedure non adherence : clearance non adherence : far other anomaly other
Independent Detector	other controllera other flight crewa other flight crewb
Resolutory Action	controller : issued new clearance
Supplementary
Problem Areas	ATC Human Performance Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We departed ZZZ, en route to las. We decided that we would non-stop because the winds were very high aloft. Roughly 200 mi out, las approach asked us to cross a fix that was 120 mi out at 12000 ft. We explained to las approach that we would be fuel critical if we would have to descend. Approach control asked if we wanted to declare an emergency. We said no. The approach controller asked if we wanted runway 1 which would be a straight in final. We were cleared to descend and maintain 13000 ft. We were lined up with runway 1 when we realized that we had busted the altitude and were given an immediate right turn to 090 degrees. I think that we both were paying attention to landing as soon as possible on runway 1 that we both missed the altitude. Afterwards, instead of being vectored for runway 1, we were sent out to runway 25R. I think that if we weren't expecting to land on runway 1 this wouldn't have happened. It was a good lesson on fixating on one problem and not maintaining situational awareness. I also believe stress and fatigue of 2 oceanic xings in 2 days did not help.

Original NASA ASRS Text

Title: LJ36 CREW HAD AN ALTDEV ON DSCNT INTO LAS.

Narrative: WE DEPARTED ZZZ, ENRTE TO LAS. WE DECIDED THAT WE WOULD NON-STOP BECAUSE THE WINDS WERE VERY HIGH ALOFT. ROUGHLY 200 MI OUT, LAS APCH ASKED US TO CROSS A FIX THAT WAS 120 MI OUT AT 12000 FT. WE EXPLAINED TO LAS APCH THAT WE WOULD BE FUEL CRITICAL IF WE WOULD HAVE TO DSND. APCH CTL ASKED IF WE WANTED TO DECLARE AN EMER. WE SAID NO. THE APCH CTLR ASKED IF WE WANTED RWY 1 WHICH WOULD BE A STRAIGHT IN FINAL. WE WERE CLRED TO DSND AND MAINTAIN 13000 FT. WE WERE LINED UP WITH RWY 1 WHEN WE REALIZED THAT WE HAD BUSTED THE ALT AND WERE GIVEN AN IMMEDIATE R TURN TO 090 DEGS. I THINK THAT WE BOTH WERE PAYING ATTN TO LNDG ASAP ON RWY 1 THAT WE BOTH MISSED THE ALT. AFTERWARDS, INSTEAD OF BEING VECTORED FOR RWY 1, WE WERE SENT OUT TO RWY 25R. I THINK THAT IF WE WEREN'T EXPECTING TO LAND ON RWY 1 THIS WOULDN'T HAVE HAPPENED. IT WAS A GOOD LESSON ON FIXATING ON ONE PROB AND NOT MAINTAINING SITUATIONAL AWARENESS. I ALSO BELIEVE STRESS AND FATIGUE OF 2 OCEANIC XINGS IN 2 DAYS DID NOT HELP.

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.