Large Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Workload; Training / Qualification; Situational Awareness; Distraction; Communication Breakdown
Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Human Factors; Environment - Non Weather Related; Airspace Structure; Procedure
Approaching MCO Runway 18L we were cleared for the visual with the restriction to pass the ORL VOR at 2;500 FT. As the Pilot Not Flying I turned my attention to the checklist and performing pilot not flying duties such as configuration changes when I made a situation check I observed that we where descending through 2;200 FT about 1.5 NM north. of the ORL VOR the autopilot had been disconnected and the altitude alerter was reset explaining why there was no altitude alert. I pointed out the altitude to the First Officer along with the restriction; after two calls he began to correct the altitude. We did however enter ORL's airspace.I believe multiple factors contributed to this: First an operating technique that seems endemic to the industry of charging up to the airport as fast as possible and then making rapid speed and configuration changes at the last minute; effectively taking the pilot not flying out of the loop for some time as the pilot not flying makes those changes and clears the checklist items that cannot be done before the aircraft is configured. Second the recent change to the operating manual that has the pilot flying resetting the altitude himself. Due to the change being recent how we do this in the case of step down fixes where there is no ATC call is unclear; creating an unsafe situation when coupled with the next factor. Finally and most importantly an attitude among our first officers (encouraged by our Human Factors Department) that they may operate autonomously making important operational decisions without getting the captain's approval. This is compounded by a disregard for FAR's; company procedures and ATC instructions. Ultimately I am responsible for this and must take steps to prevent this sort of thing. I am going to insist that all altitude changes be coordinated between the pilot flying; pilot not flying before they are made including resetting the altitude on arrivals and approaches.
I was cleared for a visual approach to Runway 18L at MCO and assigned to maintain an altitude of 2;500 FT until abeam the ORL VOR. During the approach I allowed my altitude to deviate approximately 200 to 250 FT below the assigned altitude. The Captain noted my deviation and I immediately corrected to the assigned altitude. The deviation lasted less than 30 seconds. An uneventful approach and landing was completed.
An Air Carrier First Officer flying a night visual to MCO Runway 18R descended below the ORL 2;500 FT crossing restricting but corrected after the Captain's alert. The Captain reported new Company procedures take one pilot out of the loop during this period of the arrival.