Date: 201909
Local time of day: 0001-0600
Location: RKSI.Airport, FO
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Night
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness; Communication Breakdown; Confusion
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While on approach into RKSI; we were assigned the GUKDO1N arrival. At approximately 20 miles southeast of the field; we given radar vectors and told to descend to 5;000 feet. The Controller said cancel all restrictions. The PF (Pilot Flying) asked the PM (Pilot Monitoring) to extend the centerline from IF (Initial Approach Fix) FASAP; per normal practice while being radar vectored. At approximately 8 miles west of the field; the Controller cleared us direct to DANAN and cleared us for the approach. We were very close to DANAN at that point. We immediately programmed DANAN into the FMC (Flight Management Computer). The PM monitoring then reprogrammed the full approach back into the FMC.While that was going on; having been cleared for the approach we started our descent to 3;000 feet. We crossed DANAN about 4;800 - 4;500 feet. About 1 minute later; ATC informed us we missed a crossing altitude at DANAN. DANAN was both listed on the STAR (Standard Terminal Arrival Route) and approach plate. When [we were] told in a terminal environment [to] cancel all restrictions and are given radar vectors; we were expecting to descend and turn when instructed by ATC. However; being put back on a full approach with very little time to prepare for it led to missing the altitude restriction. The Controller told us 'don't worry about the altitude.' We continued the approach with no further incident. Lesson learned is be prepared for last minute changes.


Second narrative: After a [long] flight from ZZZ; we were directed to fly the GUKDO 1N STAR (Standard Terminal Arrival Route) into RKSI for the ILS Y RWY XXR approach. Sometime prior to or after KAKSO we were vectored off the STAR; given descent to 11;000 feet and told 'delete altitude restrictions.' The CA (Captain) (Pilot Flying) used the altitude button on the Mode Control Panel (MCP) to delete some intervening altitudes from the STAR and asked me to extend the final approach course back from the approach fix; FASAP. A few minutes later; after receiving further descents through 9;000 feet and 5;000 feet; we were told to fly direct to DANAN and 'cleared the approach.' DANAN is both on the STAR and the approach. Since I am a relatively new FO (First Officer); the CA aided me on the CDU (Control display Unit); by manually inputting the FASAP fix and confirming a 'direct-to FASAP' course. We discussed some altitude inputs to the MCP with the additional pilots in the jump seats and agreed upon 1;600 feet as the proper input based on the final approach fix (HANQU) until we intercepted and captured the glide slope. During this period we sequenced DANAN in a descent. A couple minutes later; the Approach Controller came on and said we were not cleared below 5;000 feet before DANAN. We were then descending through 3;900 feet approximately 3 miles beyond DANAN. I replied that he had deleted the altitude restrictions. He came back and said that didn't include DANAN. We then saw that DANAN was also on the approach we had been 'cleared' for; and that the approach plate showed a hard altitude of 5;000 feet at DANAN. As we were sequencing FASAP in the right base turn to final; the Controller came on and said 'don't worry about the altitude' and directed us to Tower frequency. The landing was normal.[I suggest] consider leaving the STAR way points in by not extending the runway; final fix; or approach fix. Also; if re-cleared back onto a STAR or approach that has been modified by an extension of the final course; consider re-inputting the STAR and proceeding direct with all altitude constraints still active. Four pilots missed the fact that our new lateral clearance included a hard altitude that we had overridden with the MCP. It shows how dynamic even a routine approach in VMC can be.


Synopsis: B747 flight crew reported missed crossing altitude restriction on approach.