Narrative:

We were assigned different airspeeds than published per LINKK1 arrival in to houston. Examples were 'delete airspeed restrictions; maintain 250 knots; cross fix at 6;000 [feet]; [and] then cleared for ILS 27'. We were then asked if we were going to be able to cross syyko at 3;000 [feet]; which I replied let me check to confirm. We were told to cancel approach clearance and given a heading and an altitude; and re-cleared for the ILS 27. I replied to ATC we were given an altitude of 6;000 [feet] and cleared for the approach which I interpreted incorrectly to mean we could maintain 6;000 [feet] until intercepting the localizer and we would descend on the glideslope at that point. I did question the first officer (pilot flying) if he was going to descend via the altitudes on the approach and did not get a response. I should have spoken up louder to confirm his plan or questioned ATC before ATC questioned us. I believe a major contributor to this event was the loudness of the flight deck and one pilot (me) wearing a noise canceling headset (much better ATC communications) and the first officer wearing the company provided headset which in my opinion is highly inadequate. From my experience; pilots that wear them have a much harder time hearing ATC communications. The company provided headset is terrible in my opinion and unacceptable; first officer stated he did not hear 'cleared for the ILS 27' but I do believe ATC cleared us to cross a fix at 6;000 [feet] and cleared for the ILS 27 and I read it back as instructed by ATC. I questioned the first officer but as I was questioning him; we were asked by ATC if we could make the next restriction; then taken off the approach. First officer stated to me he did not hear cleared for the approach. I believe ATC could have been more clear; maybe state resume descent via arrival; descend via the approach; something maybe to be more clear. Part of the confusion from my part was ATC modifying the arrival speed; altitudes; then cleared or the approach. Saying that; I think I should have spoken up to ATC to confirm and spoken louder to the first officer to confirm his intent.

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Original NASA ASRS Text

Title: B737NG Captain reported a missed crossing restriction after ATC altered the approach clearance.

Narrative: We were assigned different airspeeds than published per LINKK1 arrival in to Houston. Examples were 'delete airspeed restrictions; maintain 250 knots; cross fix at 6;000 [feet]; [and] then cleared for ILS 27'. We were then asked if we were going to be able to cross SYYKO at 3;000 [feet]; which I replied let me check to confirm. We were told to cancel approach clearance and given a heading and an altitude; and re-cleared for the ILS 27. I replied to ATC we were given an altitude of 6;000 [feet] and cleared for the approach which I interpreted incorrectly to mean we could maintain 6;000 [feet] until intercepting the localizer and we would descend on the glideslope at that point. I did question the First Officer (Pilot Flying) if he was going to descend via the altitudes on the approach and did not get a response. I should have spoken up louder to confirm his plan or questioned ATC before ATC questioned us. I believe a major contributor to this event was the loudness of the flight deck and one pilot (me) wearing a noise canceling headset (much better ATC communications) and the First Officer wearing the company provided headset which in my opinion is highly inadequate. From my experience; pilots that wear them have a much harder time hearing ATC communications. The company provided headset is terrible in my opinion and unacceptable; First Officer stated he did not hear 'cleared for the ILS 27' but I do believe ATC cleared us to cross a fix at 6;000 [feet] and cleared for the ILS 27 and I read it back as instructed by ATC. I questioned the First Officer but as I was questioning him; we were asked by ATC if we could make the next restriction; then taken off the approach. First Officer stated to me he did not hear cleared for the approach. I believe ATC could have been more clear; maybe state resume descent via arrival; descend via the approach; something maybe to be more clear. Part of the confusion from my part was ATC modifying the arrival speed; altitudes; then cleared or the approach. Saying that; I think I should have spoken up to ATC to confirm and spoken louder to the First Officer to confirm his intent.

Data retrieved from NASA's ASRS site 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.