Narrative:

While inbound to cvg on the sweed 7 arrival, we were assigned direct to flm and to cross 15 NM east of flm at 11000 ft. Approximately 21 NM from flm ATC asked if we had been assigned 15 NM east of flm at 11000 ft. At this point our altitude was approximately 17000 ft. We said we had received the clearance, and that we might have an FMS error, and we said we would expedite the descent to 11000 ft. We were then told to contact cvg approach. Cvg approach assigned us direct to umpta (on cvg runway 36L ILS) and descend to 8000 ft. Since we were turned off of the arrival by cvg approach, I do not know if we would have complied with the restr, since it was going to be close. We continued to cvg and landed uneventfully, with no further mention of the event from ATC. I do not know if the FMS malfunctioned or if it was not programmed properly. Upon receiving the crossing restr, I entered direct to flm and confirmed with the first officer, entered 11000 ft in the altitude preselect and confirmed it, activated the FMS advisory unav. I am not sure if the FMS malfunctioned or if I did not program properly. I made a number of inputs to the FMS in a short time. I think the momentarily high workload may have contributed to the confusion. As for the descent clearance, once the error was realized we increased the descent to a high rate in an effort to expedite the descent and comply with the restr. Supplemental information from acn 621944: our aircraft is operated with 1 FMS and the captain usually inputs all information (because it's on his/her side). I feel that less errors or deviations would occur if FMS were on both sides.

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Original NASA ASRS Text

Title: FLT CREW OF CARJ FAIL TO MEET XING RESTR ON SWEED ARR TO CVG WHEN THEIR FMC IS EITHER MISPROGRAMMED OR MALFUNCTIONS.

Narrative: WHILE INBOUND TO CVG ON THE SWEED 7 ARR, WE WERE ASSIGNED DIRECT TO FLM AND TO CROSS 15 NM E OF FLM AT 11000 FT. APPROX 21 NM FROM FLM ATC ASKED IF WE HAD BEEN ASSIGNED 15 NM E OF FLM AT 11000 FT. AT THIS POINT OUR ALT WAS APPROX 17000 FT. WE SAID WE HAD RECEIVED THE CLRNC, AND THAT WE MIGHT HAVE AN FMS ERROR, AND WE SAID WE WOULD EXPEDITE THE DSCNT TO 11000 FT. WE WERE THEN TOLD TO CONTACT CVG APCH. CVG APCH ASSIGNED US DIRECT TO UMPTA (ON CVG RWY 36L ILS) AND DSND TO 8000 FT. SINCE WE WERE TURNED OFF OF THE ARR BY CVG APCH, I DO NOT KNOW IF WE WOULD HAVE COMPLIED WITH THE RESTR, SINCE IT WAS GOING TO BE CLOSE. WE CONTINUED TO CVG AND LANDED UNEVENTFULLY, WITH NO FURTHER MENTION OF THE EVENT FROM ATC. I DO NOT KNOW IF THE FMS MALFUNCTIONED OR IF IT WAS NOT PROGRAMMED PROPERLY. UPON RECEIVING THE XING RESTR, I ENTERED DIRECT TO FLM AND CONFIRMED WITH THE FO, ENTERED 11000 FT IN THE ALT PRESELECT AND CONFIRMED IT, ACTIVATED THE FMS ADVISORY UNAV. I AM NOT SURE IF THE FMS MALFUNCTIONED OR IF I DID NOT PROGRAM PROPERLY. I MADE A NUMBER OF INPUTS TO THE FMS IN A SHORT TIME. I THINK THE MOMENTARILY HIGH WORKLOAD MAY HAVE CONTRIBUTED TO THE CONFUSION. AS FOR THE DSCNT CLRNC, ONCE THE ERROR WAS REALIZED WE INCREASED THE DSCNT TO A HIGH RATE IN AN EFFORT TO EXPEDITE THE DSCNT AND COMPLY WITH THE RESTR. SUPPLEMENTAL INFO FROM ACN 621944: OUR ACFT IS OPERATED WITH 1 FMS AND THE CAPT USUALLY INPUTS ALL INFO (BECAUSE IT'S ON HIS/HER SIDE). I FEEL THAT LESS ERRORS OR DEVS WOULD OCCUR IF FMS WERE ON BOTH SIDES.

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.