Narrative:

We were instructed by center to cross 20 mi northeast of ogden at 17000 and 250 KTS. At the time we were proceeding direct to cartr intersection. The captain, who was flying, put in cartr at 17000 and 250 KTS in the FMS as a descent point and initiated descent. I told him that cartr was only 19 mi from ogden and not 20, but he said that was close enough. We were then instructed to maintain our heading and intercept the ogden 020 degree radial, which further reduced our distance to make our crossing restriction. An intercept to the ogden 020 degree radial was put in the legs page and LNAV selected. Ogden was the active waypoint and we were 30 mi northeast and descending through FL210. I told the captain that we needed to get down, but he said it was okay. I checked the TCASII and saw no other aircraft. Descending through 190 the descent mode changed to altitude capture and the captain put in 250 KTS in the mode control panel airspeed window. The aircraft reduced the rate of descent so as to slow to 250 KTS and once again I told the captain we needed to get to 17000, but once again he said it was okay. We crossed 20 mi out at 17500 ft and 300 KTS. Even after repeated warnings by myself, at no time did the captain elect to use the spdbrakes even though it was obvious they were needed. It's difficult to get this aircraft to descend and too many pilots refuse to use the speed brakes (under the guise of passenger comfort) and create a needlessly stressful situation.

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Original NASA ASRS Text

Title: ACR MLG ALTDEV XING RESTRICTION NOT MET ALONG WITH SPD DEV FOR FAILING TO COMPLY WITH ATC CLRNC.

Narrative: WE WERE INSTRUCTED BY CENTER TO CROSS 20 MI NE OF OGDEN AT 17000 AND 250 KTS. AT THE TIME WE WERE PROCEEDING DIRECT TO CARTR INTXN. THE CAPT, WHO WAS FLYING, PUT IN CARTR AT 17000 AND 250 KTS IN THE FMS AS A DSCNT POINT AND INITIATED DSCNT. I TOLD HIM THAT CARTR WAS ONLY 19 MI FROM OGDEN AND NOT 20, BUT HE SAID THAT WAS CLOSE ENOUGH. WE WERE THEN INSTRUCTED TO MAINTAIN OUR HDG AND INTERCEPT THE OGDEN 020 DEG RADIAL, WHICH FURTHER REDUCED OUR DISTANCE TO MAKE OUR XING RESTRICTION. AN INTERCEPT TO THE OGDEN 020 DEG RADIAL WAS PUT IN THE LEGS PAGE AND LNAV SELECTED. OGDEN WAS THE ACTIVE WAYPOINT AND WE WERE 30 MI NE AND DSNDING THROUGH FL210. I TOLD THE CAPT THAT WE NEEDED TO GET DOWN, BUT HE SAID IT WAS OKAY. I CHKED THE TCASII AND SAW NO OTHER ACFT. DSNDING THROUGH 190 THE DSCNT MODE CHANGED TO ALT CAPTURE AND THE CAPT PUT IN 250 KTS IN THE MODE CTL PANEL AIRSPD WINDOW. THE ACFT REDUCED THE RATE OF DSCNT SO AS TO SLOW TO 250 KTS AND ONCE AGAIN I TOLD THE CAPT WE NEEDED TO GET TO 17000, BUT ONCE AGAIN HE SAID IT WAS OKAY. WE CROSSED 20 MI OUT AT 17500 FT AND 300 KTS. EVEN AFTER REPEATED WARNINGS BY MYSELF, AT NO TIME DID THE CAPT ELECT TO USE THE SPDBRAKES EVEN THOUGH IT WAS OBVIOUS THEY WERE NEEDED. IT'S DIFFICULT TO GET THIS ACFT TO DSND AND TOO MANY PLTS REFUSE TO USE THE SPD BRAKES (UNDER THE GUISE OF PAX COMFORT) AND CREATE A NEEDLESSLY STRESSFUL SITUATION.

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.