Narrative:

Captain was PF. At FL250 we encountered light chop and captain elected lower altitude. Center approved and assigned FL230. We were also given discretion to cross at a point 25 mi northwest of sxc at and maintain 11000 ft. I read back and wrote this clearance down and advised captain of clearance. 11000 was not set into altitude alerter. This occurred at approximately 160 NM northwest of sxc. After this event flight attendant called to say cabin temperature was hot and I adjusted accordingly and we were given 2 or 3 center frequency changes. At 35 NM (DME) center asked if we were making the crossing restriction. The captain appeared to be flying the aircraft such that it would just barely make it and I advised center. As we continued it did not look like it would make the restriction and I was going to ask for relief (i.e., radar vectors, amended altitude, or clearance, etc). However, when I tried the controller said we have a possible deviation against us and gave us a telephone number to call. Because of time to hear above I couldn't ask for such relief. We were handed off to approach facility. They didn't indicate a conflict existed. The captain attempted to call center landline once on ground. The captain said he would have descended more timely had he seen the altitude alerter set to 11000 ft. This particular captain sets the alerter intermittently or occasionally himself and to altitudes no other captain sets them to. He also adjusts or sets navaids or controls system himself and doesn't always advise the other crew member. Due to this behavior and the distance and I readback to center the clearance and advised the captain verbally, I did not set the altitude alerter. He said he didn't hear me tell the clearance to him because of him speaking to cabin crew on intercom. It appeared he acknowledged by nodding when I spoke to him after readback. 2 legs later he set ADF to 1050. I assume to listen to music. Next day we had a cold soaked aircraft and it was taking a long time to warm cabin. At the gate I told him I would leave temperature controllers at set temperature (duct) to allow maximum warming within limitations until cruise is stabilized. He agreed. After takeoff he wanted me to shut off recirculation fan due to air rushing noise. I didn't want to do this as it destabilized duct temperatures and causes possible smoking of ducts. However, I did as he requested and it destabilized duct temperature and I spent 4-5 mins on takeoff climb adjusting temperature. He has on numerous occasions overloaded first officer's with unimportant tasks or untimely requests. Once we were at cruise on the same leg flight attendant called and said no water was coming at the galley for coffee. This leg again he was PF. When flight attendant chimed cockpit I asked if he would monitor center frequency while I answered cabin call. He acknowledged affirmative so while speaking with flight attendant I told her we'd look at it at destination. The captain then came on intercom to explain the water level in tank, etc, non essential things. I looked at his audio panel and we were not listening to ATC. I switched back to ATC and confirmed radio watch. He inconsistently advises he is off ATC frequency. This captain needs to concern himself with flight safety and commands, etc, not water for coffee, music, etc. I was surprised he hadn't learned his lesson from the day before. We don't have a cockpit resource management program at our carrier though our pilots want one desperately. He tries to do PNF duties while flying aircraft. I should have set the altitude alerter myself and told him to descend at earlier point, even thought I've been chastised by captain for doing so. Though I've been a captain myself for 7 yrs and 6000 hours at this carrier and enjoy my new position in this present aircraft as sic, I would never command it as this captain and a few others do.

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Original NASA ASRS Text

Title: ACR MLG ALTDEV UNDERSHOT ALT XING RESTRICTION NOT MET.

Narrative: CAPT WAS PF. AT FL250 WE ENCOUNTERED LIGHT CHOP AND CAPT ELECTED LOWER ALT. CENTER APPROVED AND ASSIGNED FL230. WE WERE ALSO GIVEN DISCRETION TO CROSS AT A POINT 25 MI NW OF SXC AT AND MAINTAIN 11000 FT. I READ BACK AND WROTE THIS CLRNC DOWN AND ADVISED CAPT OF CLRNC. 11000 WAS NOT SET INTO ALT ALERTER. THIS OCCURRED AT APPROX 160 NM NW OF SXC. AFTER THIS EVENT FLT ATTENDANT CALLED TO SAY CABIN TEMP WAS HOT AND I ADJUSTED ACCORDINGLY AND WE WERE GIVEN 2 OR 3 CENTER FREQ CHANGES. AT 35 NM (DME) CENTER ASKED IF WE WERE MAKING THE XING RESTRICTION. THE CAPT APPEARED TO BE FLYING THE ACFT SUCH THAT IT WOULD JUST BARELY MAKE IT AND I ADVISED CENTER. AS WE CONTINUED IT DID NOT LOOK LIKE IT WOULD MAKE THE RESTRICTION AND I WAS GOING TO ASK FOR RELIEF (I.E., RADAR VECTORS, AMENDED ALT, OR CLRNC, ETC). HOWEVER, WHEN I TRIED THE CTLR SAID WE HAVE A POSSIBLE DEV AGAINST US AND GAVE US A TELEPHONE NUMBER TO CALL. BECAUSE OF TIME TO HEAR ABOVE I COULDN'T ASK FOR SUCH RELIEF. WE WERE HANDED OFF TO APCH FACILITY. THEY DIDN'T INDICATE A CONFLICT EXISTED. THE CAPT ATTEMPTED TO CALL CENTER LANDLINE ONCE ON GND. THE CAPT SAID HE WOULD HAVE DSNDED MORE TIMELY HAD HE SEEN THE ALT ALERTER SET TO 11000 FT. THIS PARTICULAR CAPT SETS THE ALERTER INTERMITTENTLY OR OCCASIONALLY HIMSELF AND TO ALTS NO OTHER CAPT SETS THEM TO. HE ALSO ADJUSTS OR SETS NAVAIDS OR CTLS SYS HIMSELF AND DOESN'T ALWAYS ADVISE THE OTHER CREW MEMBER. DUE TO THIS BEHAVIOR AND THE DISTANCE AND I READBACK TO CENTER THE CLRNC AND ADVISED THE CAPT VERBALLY, I DID NOT SET THE ALT ALERTER. HE SAID HE DIDN'T HEAR ME TELL THE CLRNC TO HIM BECAUSE OF HIM SPEAKING TO CABIN CREW ON INTERCOM. IT APPEARED HE ACKNOWLEDGED BY NODDING WHEN I SPOKE TO HIM AFTER READBACK. 2 LEGS LATER HE SET ADF TO 1050. I ASSUME TO LISTEN TO MUSIC. NEXT DAY WE HAD A COLD SOAKED ACFT AND IT WAS TAKING A LONG TIME TO WARM CABIN. AT THE GATE I TOLD HIM I WOULD LEAVE TEMP CTLRS AT SET TEMP (DUCT) TO ALLOW MAX WARMING WITHIN LIMITATIONS UNTIL CRUISE IS STABILIZED. HE AGREED. AFTER TKOF HE WANTED ME TO SHUT OFF RECIRCULATION FAN DUE TO AIR RUSHING NOISE. I DIDN'T WANT TO DO THIS AS IT DESTABILIZED DUCT TEMPS AND CAUSES POSSIBLE SMOKING OF DUCTS. HOWEVER, I DID AS HE REQUESTED AND IT DESTABILIZED DUCT TEMP AND I SPENT 4-5 MINS ON TKOF CLB ADJUSTING TEMP. HE HAS ON NUMEROUS OCCASIONS OVERLOADED FO'S WITH UNIMPORTANT TASKS OR UNTIMELY REQUESTS. ONCE WE WERE AT CRUISE ON THE SAME LEG FLT ATTENDANT CALLED AND SAID NO WATER WAS COMING AT THE GALLEY FOR COFFEE. THIS LEG AGAIN HE WAS PF. WHEN FLT ATTENDANT CHIMED COCKPIT I ASKED IF HE WOULD MONITOR CENTER FREQ WHILE I ANSWERED CABIN CALL. HE ACKNOWLEDGED AFFIRMATIVE SO WHILE SPEAKING WITH FLT ATTENDANT I TOLD HER WE'D LOOK AT IT AT DEST. THE CAPT THEN CAME ON INTERCOM TO EXPLAIN THE WATER LEVEL IN TANK, ETC, NON ESSENTIAL THINGS. I LOOKED AT HIS AUDIO PANEL AND WE WERE NOT LISTENING TO ATC. I SWITCHED BACK TO ATC AND CONFIRMED RADIO WATCH. HE INCONSISTENTLY ADVISES HE IS OFF ATC FREQ. THIS CAPT NEEDS TO CONCERN HIMSELF WITH FLT SAFETY AND COMMANDS, ETC, NOT WATER FOR COFFEE, MUSIC, ETC. I WAS SURPRISED HE HADN'T LEARNED HIS LESSON FROM THE DAY BEFORE. WE DON'T HAVE A COCKPIT RESOURCE MGMNT PROGRAM AT OUR CARRIER THOUGH OUR PLTS WANT ONE DESPERATELY. HE TRIES TO DO PNF DUTIES WHILE FLYING ACFT. I SHOULD HAVE SET THE ALT ALERTER MYSELF AND TOLD HIM TO DSND AT EARLIER POINT, EVEN THOUGHT I'VE BEEN CHASTISED BY CAPT FOR DOING SO. THOUGH I'VE BEEN A CAPT MYSELF FOR 7 YRS AND 6000 HRS AT THIS CARRIER AND ENJOY MY NEW POS IN THIS PRESENT ACFT AS SIC, I WOULD NEVER COMMAND IT AS THIS CAPT AND A FEW OTHERS DO.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.