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Altitude deviation. Crossing restr not met plus speed was too high. Reporter captain claims the late descent clearance and crossing restr, plus turbulence during the descent made it impossible to comply with the clearance.
| Attributes | |
| ACN | 339360 |
| Time | |
| Date | 199606 |
| Day | Sun |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | atc facility : djb |
| State Reference | OH |
| Altitude | msl bound lower : 10000 msl bound upper : 11000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | B737-300 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other Other |
| Flight Phase | descent other |
| Route In Use | enroute airway : cle |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : flight engineer pilot : atp |
| Experience | flight time last 90 days : 200 flight time total : 15000 flight time type : 285 |
| ASRS Report | 339360 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : instrument pilot : commercial |
| Events | |
| Anomaly | altitude deviation : crossing restriction not met inflight encounter other non adherence : clearance other anomaly |
| Independent Detector | other flight crewa |
| Resolutory Action | none taken : detected after the fact none taken : unable |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
Received clearance to cross 15 mi west of djb VOR at 10000 ft at 250 KTS from FL190 descent into cle airport. I entered information into FMC and started descent þ tailwinds were stronger than at first thought. Clearance from cle was such that crew did not have much time to prepare and thus a diving descent was made to make crossing fix. Aircraft was about 100 ft high and 30 KTS fast as we approached crossing fix. Turbulence also made high speed descent a problem. I wish controllers would give a little more notice on dscnts as it takes time to enter the data for FMS aircraft. Turbulence also is a constant changing factor on short notice crossing fix clrncs. The B737-300 series aircraft does not have the descent ability that the B727 did and that sometimes is a major factor for controllers and pilots. The established stars and sids seem to work far better for FMS aircraft in general.
Original NASA ASRS Text
Title: ALTDEV. XING RESTR NOT MET PLUS SPD WAS TOO HIGH. RPTR CAPT CLAIMS THE LATE DSCNT CLRNC AND XING RESTR, PLUS TURB DURING THE DSCNT MADE IT IMPOSSIBLE TO COMPLY WITH THE CLRNC.
Narrative: RECEIVED CLRNC TO CROSS 15 MI W OF DJB VOR AT 10000 FT AT 250 KTS FROM FL190 DSCNT INTO CLE ARPT. I ENTERED INFO INTO FMC AND STARTED DSCNT þ TAILWINDS WERE STRONGER THAN AT FIRST THOUGHT. CLRNC FROM CLE WAS SUCH THAT CREW DID NOT HAVE MUCH TIME TO PREPARE AND THUS A DIVING DSCNT WAS MADE TO MAKE XING FIX. ACFT WAS ABOUT 100 FT HIGH AND 30 KTS FAST AS WE APCHED XING FIX. TURB ALSO MADE HIGH SPD DSCNT A PROB. I WISH CTLRS WOULD GIVE A LITTLE MORE NOTICE ON DSCNTS AS IT TAKES TIME TO ENTER THE DATA FOR FMS ACFT. TURB ALSO IS A CONSTANT CHANGING FACTOR ON SHORT NOTICE XING FIX CLRNCS. THE B737-300 SERIES ACFT DOES NOT HAVE THE DSCNT ABILITY THAT THE B727 DID AND THAT SOMETIMES IS A MAJOR FACTOR FOR CTLRS AND PLTS. THE ESTABLISHED STARS AND SIDS SEEM TO WORK FAR BETTER FOR FMS ACFT IN GENERAL.
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.