Flight Crew Commercial
Situational Awareness; Human-Machine Interface; Distraction; Communication Breakdown
ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Chart Or Publication; Aircraft; Human Factors; Procedure
We were flying into ORD on the FYTTE RNAV STAR. At some point on the arrival we were given a crossing restriction of F240 at BHAWK. A couple minutes prior to BHAWK we were re-cleared to descend via the FYTTE2 Arrival. As we were already nearing BHAWK I decided I would leave F240 selected as it was between the F260-F220 restriction at BHAWK and then continue the descent via the arrival after BHAWK. At this point I realized it was just past the hour and a new ATIS should be available for ORD. So; I thought I'd get the ATIS so I could begin briefing the approach into ORD. While focused on the task of reviewing the weather and approach; I failed to resume our descent via the FYTTE. Moments later; we received a call from Chicago Center asking if he had cleared us to descend via the arrival. The captain responded that he had and we would be unable to make the FL210-17;000 feet crossing restriction at STNLE. I immediately began a descent. Center responded with a new clearance to cross FYTTE at 11;000 and 300kts. This occurred just prior to crossing STNLE; which we crossed at around FL220-FL230.The root cause was my lack for prioritizing threats. Because of that failure; I was distracted with prepping for the approach. In hindsight; I do feel that a fatigue induced lack of focus may also have allowed this error on my part.There were lots of things I could have done to prevent this. First and foremost; as pilot flying it is my job to fly the airplane first. I should not have begun another task until I had not only planned for the next step in the arrival but actually waited and executed it. I could have asked the non flying pilot to get the ATIS. I also could have tried to get the ATIS 4 or 5 minutes sooner but was distracted by some minor flight deck conversation. I will say as an aside; that I do feel that the inconsistency in how arrivals are conducted in O'Hare does make this type of an event more likely. I don't think I have ever flown an O'Hare arrival as published. The altitudes and airspeeds are always changing. In the case of this event we were cleared with a crossing restriction; then re-cleared back onto the standard descent. I notice that having the routine of a consistent arrival keeps you thinking about the next fix. Most of the time flying the FYTTE arrival and really most arrivals in O'Hare we get a clearance for FYTTE at 11000 and 300kts; bypassing all the other crossings. I think more descend via's and less altering of the approaching in O'Hare would help keep me from making this mistake again; although that is no excuse.
A CRJ-200 was given an altered crossing altitude of at FL240 at BHAWK on the FYTTE RNAV STAR to ORD which was subsequently reversed and they were cleared to 'descend via' the FYTTE which included the restrictions 'Between FL260 & FL220.' Instead of reprogramming the pilot flying opted to wait until crossing BHAWK to reengage the descent; but failed to do so when distracted by other tasks. An altitude deviation at the following fix resulted; abated by a revised clearance from ATC.