Narrative:

Descending into toronto international, toronto approach cleared us for a profile descent to runway 24. This was my first contact with a canadian profile descent and I did not realize they differed according to the runway currently being used for landing. I opened up to the toronto section and located a profile chart. Since it was the first one I came to and it said profile descent for toronto I incorrectly assumed it to be the chart we wanted. I showed it to the captain and he did not catch that the chart was for a different runway then we had been cleared to descend for. The captain then correctly flew the wrong chart and we ended up 4000 ft lower and 40 KTS slower than the correct chart profile. We discovered our mistake when toronto approach called and queried us as to why we were so low and slow. No traffic conflict resulted because of our mistake. Probably because of the late hour. Factors contributing to this mistake are: I had just joined this company and was completely new to high altitude operations. My previous experience was in turboprops which flew significantly lower. I had only been to canada a couple of times before and had not been exposed to their profile dscnts. When I did not understand the descent clearance I should have asked the captain what the controller wanted. Neither the captain nor I picked up the fact that we had to really hurry down and slow up in order to comply with the profile, this should have clued us in that something was wrong.

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Original NASA ASRS Text

Title: ATX LTT ALT AND SPD DEV FLYING PROFILE APCH INTO YYZ.

Narrative: DSNDING INTO TORONTO INTL, TORONTO APCH CLRED US FOR A PROFILE DSCNT TO RWY 24. THIS WAS MY FIRST CONTACT WITH A CANADIAN PROFILE DSCNT AND I DID NOT REALIZE THEY DIFFERED ACCORDING TO THE RWY CURRENTLY BEING USED FOR LNDG. I OPENED UP TO THE TORONTO SECTION AND LOCATED A PROFILE CHART. SINCE IT WAS THE FIRST ONE I CAME TO AND IT SAID PROFILE DSCNT FOR TORONTO I INCORRECTLY ASSUMED IT TO BE THE CHART WE WANTED. I SHOWED IT TO THE CAPT AND HE DID NOT CATCH THAT THE CHART WAS FOR A DIFFERENT RWY THEN WE HAD BEEN CLRED TO DSND FOR. THE CAPT THEN CORRECTLY FLEW THE WRONG CHART AND WE ENDED UP 4000 FT LOWER AND 40 KTS SLOWER THAN THE CORRECT CHART PROFILE. WE DISCOVERED OUR MISTAKE WHEN TORONTO APCH CALLED AND QUERIED US AS TO WHY WE WERE SO LOW AND SLOW. NO TFC CONFLICT RESULTED BECAUSE OF OUR MISTAKE. PROBABLY BECAUSE OF THE LATE HR. FACTORS CONTRIBUTING TO THIS MISTAKE ARE: I HAD JUST JOINED THIS COMPANY AND WAS COMPLETELY NEW TO HIGH ALT OPS. MY PREVIOUS EXPERIENCE WAS IN TURBOPROPS WHICH FLEW SIGNIFICANTLY LOWER. I HAD ONLY BEEN TO CANADA A COUPLE OF TIMES BEFORE AND HAD NOT BEEN EXPOSED TO THEIR PROFILE DSCNTS. WHEN I DID NOT UNDERSTAND THE DSCNT CLRNC I SHOULD HAVE ASKED THE CAPT WHAT THE CTLR WANTED. NEITHER THE CAPT NOR I PICKED UP THE FACT THAT WE HAD TO REALLY HURRY DOWN AND SLOW UP IN ORDER TO COMPLY WITH THE PROFILE, THIS SHOULD HAVE CLUED US IN THAT SOMETHING WAS WRONG.

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.