EMB ERJ 170/175 ER/LR
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Workload; Time Pressure; Situational Awareness
ATC Issue All Types; Deviation - Altitude Undershoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Procedure; Human Factors
I was Captain and the flying pilot for arrival into IAH. We were descending in VMC conditions on the LINKK1 Arrival for the assigned Runway 27. We had completed our Approach to Landing above the line and as we were approaching 10000' we were running our Approach to Landing checklist Below the Line when we were cleared by the Approach Controller for the ILS 27 Approach and to maintain 240 knots.I put on the appropriate lights and we finished our checklist. However I did not - in hindsight - set the lower 1500' at which we were to cross the FAF at REDOC. Between RDFSH and GEYGR we were queried as to whether we were going to make our crossing restriction of 4000 at GEYGR. We realized the error and started to descend on the approach. Shortly after not complying with the crossing restriction at GEYGR; we were broken off the approach and vectored back around-slowed to 210 and descended to rejoin the approach. We were given a phone number to call HOUSTON TRACON. We then completed the approach and landing. The error started when I did not select the lower altitude for the FAF of 1500. The timing of our clearance was a contributing factor but the error was in the failure to set lower FAF altitude. Typically we are double checking each other and we missed it. Greater vigilance would have eliminated this error. We were also discussing the fact we were at 240 as assigned still inside of RDFSH was also a factor. We debriefed this all on the ground in detail. I later spoke with TRACON about this. They informed me that there were no separation issues and he did note the timing of the clearance when they reviewed the tape.
We were flying the LINKK 1 Arrival; runway 27 to IAH. We confirmed all points in the MCDU and set the altitude down to 6000 we both confirmed the altitude we were then given a speed of 240kts with a clearance of descend via the STAR. I believe we were between RDFSH and GEYGR and the controller asked if we were going to make the crossing restriction at GEYGR which was supposed to be 4000; at this point I looked at the distance to GEYGR and it showed 4.2 miles and we had 2000ft to lose. We both looked at each other to confirm everything before we started to descend down immediately. There was not enough time to report that we were not going to make the crossing restrictions at 240kts and also the altitude. We both realized at this time that the altitude had not been changed for the lower altitude of 1500ft. at REDOC. The controller gave us a 360-degree turn back on course as we lost our altitude. At this point we realized our error. The controller called back with a number to call Houston for TRACON; we completed the approach and landed. Timing of the clearance was a factor; as well as not selecting lower altitude for the FAF of 1500 or double checking each other. Also should have discussed that we were inside of RDFSH and still at 240. We talked when on the ground in detail.
Flight crew reported failing to make a crossing restriction on the arrival into IAH; they attributed this to the timing of ATC clearance.