Medium Large Transport; Low Wing; 2 Turbojet Eng
Flight Crew Commercial
Workload; Training / Qualification; Time Pressure; Confusion
Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Human Factors; Procedure; Chart Or Publication; Environment - Non Weather Related
This happened; as you can see in Toronto's airspace; so I don't know if this will protect me; but maybe it can be a learning experience for others hopefully. We were flying the Waterloo 4 arrival into CYYZ; on with Approach. We were given clearance to maintain 11;000 FT; altimeter 30.32. Passing trough 14;000 FT ATC called and told us to stop the descent at 13;000 FT which we did. Then the Controller asked if we were flying the arrival; and we said yes. He then pointed out that even though we were given a lower altitude; we must still follow the altitudes on the STAR; which was ROCKTO between I believe 16;000 and 14;000 and 250 KTS. We were at least 5 to 10 mile to ROCKTO. I guess the main problem the Captain and I thought of was the fact that in the US; unless you are given 'Descend Via'; you just go down to the assigned altitude. In this situation; we must follow the plate and descent to the lower altitude. The Captain was pilot flying; I was pilot not flying. After reading the notes on the plate; it could still be hard to know what was wanted after being given a lower altitude. Maybe on a short flight like this; look at the arrival before. There is a lot of info on that plate.
Pay more attention to the arrivals and the small print.
A flight crew on the CYYZ Waterloo Four arrival missed the approach plate note reminding pilots that all altitude constraints are mandatory as they descended to 11;000 FT prior to the ROKTO minimum of 14;000 FT.