Narrative:

ZFW gave us a clearance from fzt to R4 intersection to descend from 14000 ft to 7000 ft. ATIS information was: 7000 ft overcast, 7 mi visibility, wind 130 degrees at 12 KTS, altimeter 29.88, active runway 13. At fzt passing 11000 ft we contacted approach control and was given clearance for VOR 4 cross chevy 3000 ft. We had to change our approach plates to VOR 4. We found chevy and realized we could not make chevy at 3000 ft. We broke out of clouds at 6800 ft 5 mi from chevy. We were also sent to tower. I advised tower I was VFR conditions and was making a descending l-hand turn in order to make chevy at 3000 ft and landing runway 4. I did this to make the landing and because it was VFR conditions. I feel approach control should not have given us a clearance for VOR runway 4 because it was impossible to make the descent from 11000 ft to 2000 ft within 15 mi. We had a descent of 2500 FPM and airspeed of 220 KTS. It took me 1 - 1 1/2 mins to get information for VOR 4 and realize approach control gave me a bad clearance. The reason I made a VFR descending left turn was because I knew I was in procedure turn airspace and did not want to cross chevy above 3000 ft. If we would have been IMC we would have had to go missed approach at 5000 ft. Main points to note: 1) approach should have asked me if I could descend from 11000 ft to 3000 ft north 10 NM prior to giving me a clearance. 2) ATIS information should include VOR 4 if approach control is anticipating giving clearance to that runway. 3) tyler approach seems to be remiss in realizing turbojets are flying at speeds of 180 KTS and above. 4) all company pilots should be briefed on tyler approach's continuous use of intermediate fixes as clearance limit points and altitude limits. At our airspds it is very difficult to comply.

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Original NASA ASRS Text

Title: FAILURE TO DSND TO MAKE XING ALTS. UNAUTH TURNS.

Narrative: ZFW GAVE US A CLRNC FROM FZT TO R4 INTXN TO DSND FROM 14000 FT TO 7000 FT. ATIS INFO WAS: 7000 FT OVCST, 7 MI VISIBILITY, WIND 130 DEGS AT 12 KTS, ALTIMETER 29.88, ACTIVE RWY 13. AT FZT PASSING 11000 FT WE CONTACTED APCH CTL AND WAS GIVEN CLRNC FOR VOR 4 CROSS CHEVY 3000 FT. WE HAD TO CHANGE OUR APCH PLATES TO VOR 4. WE FOUND CHEVY AND REALIZED WE COULD NOT MAKE CHEVY AT 3000 FT. WE BROKE OUT OF CLOUDS AT 6800 FT 5 MI FROM CHEVY. WE WERE ALSO SENT TO TWR. I ADVISED TWR I WAS VFR CONDITIONS AND WAS MAKING A DSNDING L-HAND TURN IN ORDER TO MAKE CHEVY AT 3000 FT AND LNDG RWY 4. I DID THIS TO MAKE THE LNDG AND BECAUSE IT WAS VFR CONDITIONS. I FEEL APCH CTL SHOULD NOT HAVE GIVEN US A CLRNC FOR VOR RWY 4 BECAUSE IT WAS IMPOSSIBLE TO MAKE THE DSCNT FROM 11000 FT TO 2000 FT WITHIN 15 MI. WE HAD A DSCNT OF 2500 FPM AND AIRSPD OF 220 KTS. IT TOOK ME 1 - 1 1/2 MINS TO GET INFO FOR VOR 4 AND REALIZE APCH CTL GAVE ME A BAD CLRNC. THE REASON I MADE A VFR DSNDING L TURN WAS BECAUSE I KNEW I WAS IN PROC TURN AIRSPACE AND DID NOT WANT TO CROSS CHEVY ABOVE 3000 FT. IF WE WOULD HAVE BEEN IMC WE WOULD HAVE HAD TO GO MISSED APCH AT 5000 FT. MAIN POINTS TO NOTE: 1) APCH SHOULD HAVE ASKED ME IF I COULD DSND FROM 11000 FT TO 3000 FT N 10 NM PRIOR TO GIVING ME A CLRNC. 2) ATIS INFO SHOULD INCLUDE VOR 4 IF APCH CTL IS ANTICIPATING GIVING CLRNC TO THAT RWY. 3) TYLER APCH SEEMS TO BE REMISS IN REALIZING TURBOJETS ARE FLYING AT SPDS OF 180 KTS AND ABOVE. 4) ALL COMPANY PLTS SHOULD BE BRIEFED ON TYLER APCH'S CONTINUOUS USE OF INTERMEDIATE FIXES AS CLRNC LIMIT POINTS AND ALT LIMITS. AT OUR AIRSPDS IT IS VERY DIFFICULT TO COMPLY.

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.