Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Distraction; Confusion; Communication Breakdown; Time Pressure
ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem
Environment - Non Weather Related; Human Factors
During our flight to CLE; we were at 16;000 feet on the BRWNZ2 STAR; the autopilot was engaged. We were given a descent clearance to 10;000 feet by Cleveland Center; the exact location is unknown. No 'Descend Via' was issued. We were instructed to contact Cleveland Approach; and did so successfully with the current ATIS. Our altitude was 10;000 feet; speed was approximately 300 KIAS. Some time later (the exact location is unknown) the approach controller issued a clearance to descend and maintain 6;000 feet. After slowing to 250 KIAS; a descent at a rate of 1;500 FPM was initiated. After consulting the VNAV page on the FMS the rate was increased to 1;800 FPM based on the rate to comply with the anticipated crossing restriction at LLROY of 5;000 feet and 210 KIAS. A short time later in the vicinity of TRRKY intersection we were 'cleared for the ILS 24R after LLROY'. A short discussion was had by me and the First Officer if we could descend below 6;000 feet (our last assigned altitude). I noted that the approach chart notes for the 24R ILS read 'mandatory 5000' and 'max 210 kts.'; and we were on the arrival/approach so we could/should descend. This delayed our descent; and I used the speed brakes; and commanded flaps 9. During the descent we attempted to reprogram the FMS to eliminate the vector after LLROY. We crossed LRROY at 5;000 feet and 210 KIAS; but we had not successfully configured the FMS. The airplane started a turn towards a 056 heading. I disconnected the autopilot; and turned the aircraft towards the BORNY intersection using the MFD navigation display. The First Officer was able to correctly program the FMS; and the Flight Director indicated a turn to BORNY. I asked the First Officer to select 4;000 feet in the altitude selector. He hesitated; and we again discussed if we could descend. He selected 4;000 feet; and we continued the descent. I acquired the runway visual; and asked the First Officer to change my navigation source to conventional; and to arm the APPROACH mode. We captured the localizer and glideslope; configured and executed a stabilized approach. We were never queried by ATC about our altitudes; speeds; or courses. I believe no deviations occurred.During the STAR portion no 'descend via' was issued; so the 280 KIAS speeds were not used; we were unfamiliar with the approach; and did not anticipate joining the approach at LLROY. The last altitude given was 6;000 feet which caused confusion. We did not have enough time to correctly reconfigure the FMS.I believe if at some point we had been advised to 'expect the ILS 24R after LLROY;' or words to that effect; we could have ensured that the FMS and aircraft were properly configured. It's unclear when to descend since the notes (#3) advised to 'maintain last assigned altitude until established on glideslope'; but the note for LLROY has 'Mandatory 5;000.'
Embraer 145 Captain reported confusion from an altitude clearance that did not conform to the published approach and clearance; which then resulted in a course deviation. The Captain disconnected the autopilot and continued the approach manually.