An air carrier crew's routing was changed from the slc QUENN2 arrival to the delta two direct jammn....

Attributes
ACN	813952
Time
Date	200811
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : slc.airport
State Reference	UT
Altitude	msl single value : 13000
Environment
Light	Night
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	B737 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	descent : approach
Flight Plan	IFR
Person 1
Function	flight crew : captain oversight : pic
Experience	flight time last 90 days : 112 flight time type : 112
ASRS Report	813952
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Experience	flight time last 90 days : 231 flight time type : 3200
ASRS Report	813953
Events
Anomaly	altitude deviation : crossing restriction not met non adherence : clearance non adherence : published procedure other spatial deviation
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance controller : issued alert
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

I was the captain (pilot monitoring). We were established on the QWENN2 arrival into slc prior to the dta VORTAC. En route to the fix; ATC issued a rerte clearance since they had suddenly changed from a northerly to southerly flow. We were issued the clearance; 'company number is now cleared direct to jammn and the delta 2 arrival; descend and maintain 13000 ft.' as the pilot monitoring; I copied the clearance with the PF; input the changes into the FMC. As the PF was inputting the new clearance into the FMC; I was distraction momentarily and failed to recognize that he input direct to jammn and then the JAMMN4 arrival. After the jammn intersection but prior to the next fix (spiek) we were issued the clearance; 'company number after spiek descend via the delta 2 arrival except maintain 280 KTS.' I read back the clearance and along with the PF was a little confused since we were both looking at the JAMMN4 arrival and there were no further dscnts. We didn't query the controller since we erroneously assumed that he gave that clearance only to change the arrival speed since we were already at 13000 ft. We were unaware that both the JAMMN4 and the DELTA2 arrival share both the jammn intersection as well as the spiek intersection. So even though I readback the DELTA2 arrival in our clearance; we failed to recognize that we had the wrong arrival loaded in the FMC. Subsequently; we missed the heiry crossing restr at 12000 ft. ATC queried us just when we discovered our error and immediately corrected course and altitude. ATC then issued the clearance; 'company number just maintain 11000 ft.' we complied with the altitude as we flew over the magne intersection. At that point we were handed off to the tower frequency and subsequently cleared for the visual approach to runway 16R. We landed uneventfully and to my knowledge there was never an aircraft separation issue involved. Diligent xchk of FMC input as well as designing arrs that do not share the same waypoints. I believe we would have recognized this error immediately if we were not cleared to a fix which is shared by 2 arrs -- especially since jammn is a common clearance and arrival into slc.

Original NASA ASRS Text

Title: AN AIR CARRIER CREW'S ROUTING WAS CHANGED FROM THE SLC QUENN2 ARRIVAL TO THE DELTA TWO DIRECT JAMMN. THE CREW SELECTED DIRECT JAMMN THEN THE JAMMN FOUR AND SO MISSED AN ALTITUDE CONSTRAINT AT HEIRY.

Narrative: I WAS THE CAPT (PLT MONITORING). WE WERE ESTABLISHED ON THE QWENN2 ARR INTO SLC PRIOR TO THE DTA VORTAC. ENRTE TO THE FIX; ATC ISSUED A RERTE CLRNC SINCE THEY HAD SUDDENLY CHANGED FROM A NORTHERLY TO SOUTHERLY FLOW. WE WERE ISSUED THE CLRNC; 'COMPANY NUMBER IS NOW CLRED DIRECT TO JAMMN AND THE DELTA 2 ARR; DSND AND MAINTAIN 13000 FT.' AS THE PLT MONITORING; I COPIED THE CLRNC WITH THE PF; INPUT THE CHANGES INTO THE FMC. AS THE PF WAS INPUTTING THE NEW CLRNC INTO THE FMC; I WAS DISTR MOMENTARILY AND FAILED TO RECOGNIZE THAT HE INPUT DIRECT TO JAMMN AND THEN THE JAMMN4 ARR. AFTER THE JAMMN INTXN BUT PRIOR TO THE NEXT FIX (SPIEK) WE WERE ISSUED THE CLRNC; 'COMPANY NUMBER AFTER SPIEK DSND VIA THE DELTA 2 ARR EXCEPT MAINTAIN 280 KTS.' I READ BACK THE CLRNC AND ALONG WITH THE PF WAS A LITTLE CONFUSED SINCE WE WERE BOTH LOOKING AT THE JAMMN4 ARR AND THERE WERE NO FURTHER DSCNTS. WE DIDN'T QUERY THE CTLR SINCE WE ERRONEOUSLY ASSUMED THAT HE GAVE THAT CLRNC ONLY TO CHANGE THE ARR SPD SINCE WE WERE ALREADY AT 13000 FT. WE WERE UNAWARE THAT BOTH THE JAMMN4 AND THE DELTA2 ARR SHARE BOTH THE JAMMN INTXN AS WELL AS THE SPIEK INTXN. SO EVEN THOUGH I READBACK THE DELTA2 ARR IN OUR CLRNC; WE FAILED TO RECOGNIZE THAT WE HAD THE WRONG ARR LOADED IN THE FMC. SUBSEQUENTLY; WE MISSED THE HEIRY XING RESTR AT 12000 FT. ATC QUERIED US JUST WHEN WE DISCOVERED OUR ERROR AND IMMEDIATELY CORRECTED COURSE AND ALT. ATC THEN ISSUED THE CLRNC; 'COMPANY NUMBER JUST MAINTAIN 11000 FT.' WE COMPLIED WITH THE ALT AS WE FLEW OVER THE MAGNE INTXN. AT THAT POINT WE WERE HANDED OFF TO THE TWR FREQ AND SUBSEQUENTLY CLRED FOR THE VISUAL APCH TO RWY 16R. WE LANDED UNEVENTFULLY AND TO MY KNOWLEDGE THERE WAS NEVER AN ACFT SEPARATION ISSUE INVOLVED. DILIGENT XCHK OF FMC INPUT AS WELL AS DESIGNING ARRS THAT DO NOT SHARE THE SAME WAYPOINTS. I BELIEVE WE WOULD HAVE RECOGNIZED THIS ERROR IMMEDIATELY IF WE WERE NOT CLRED TO A FIX WHICH IS SHARED BY 2 ARRS -- ESPECIALLY SINCE JAMMN IS A COMMON CLRNC AND ARR INTO SLC.

Data retrieved from NASA's ASRS site as of May 2009 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.

An air carrier crew's routing was changed from the slc QUENN2 arrival to the delta two direct jammn. The crew selected direct jammn then the jammn four and so missed an altitude constraint at heiry.