An large transport failed to make its speed and altitude restrictions in descent.

Attributes
ACN	235087
Time
Date	199302
Day	Tue
Local Time Of Day	1801 To 2400
Place
Locale Reference	atc facility : jvl airport : ord
State Reference	IL
Altitude	msl bound lower : 10000 msl bound upper : 11000
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : ord tower : maf
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 3 Turbojet Eng
Flight Phase	descent other
Route In Use	arrival other arrival star : star
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : flight engineer pilot : atp
Experience	flight time last 90 days : 200 flight time total : 4500 flight time type : 2800
ASRS Report	235087
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	altitude deviation : crossing restriction not met non adherence : clearance other anomaly
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were assigned by ATC to cross the krena intersection at 10000 ft, 250 KTS. The intersection was crossed at 11000 ft, 310 KTS. I was the PNF and it looked to me that the PF left his previously assigned altitude of 25000 ft a little late. This was due to not taking into consideration the approximately 60 KT tailwind that we had. I advised him at approximately 15 DME from the fix the exact DME of the fix, which was intended to be a clue. He continued his descent at idle power and 310-320 KTS without extending the speed brakes. At 5 DME from the fix, I stated that we were high and that we were supposed to be at 250 KTS crossing the fix as well. The PF acknowledged with 'I know.' consequently, we missed the restriction by 1000 ft and 60 KTS. Perceptions: it is my belief that at XXX airlines our senior pilots at some point early in their careers were conditioned into believing that using the speed brakes to manage their descent profile is an admission of poor descent planning. This is not the first time I've seen this and I think it should be addressed in our training program.

Original NASA ASRS Text

Title: AN LGT FAILED TO MAKE ITS SPD AND ALT RESTRICTIONS IN DSCNT.

Narrative: WE WERE ASSIGNED BY ATC TO CROSS THE KRENA INTXN AT 10000 FT, 250 KTS. THE INTXN WAS CROSSED AT 11000 FT, 310 KTS. I WAS THE PNF AND IT LOOKED TO ME THAT THE PF LEFT HIS PREVIOUSLY ASSIGNED ALT OF 25000 FT A LITTLE LATE. THIS WAS DUE TO NOT TAKING INTO CONSIDERATION THE APPROX 60 KT TAILWIND THAT WE HAD. I ADVISED HIM AT APPROX 15 DME FROM THE FIX THE EXACT DME OF THE FIX, WHICH WAS INTENDED TO BE A CLUE. HE CONTINUED HIS DSCNT AT IDLE PWR AND 310-320 KTS WITHOUT EXTENDING THE SPD BRAKES. AT 5 DME FROM THE FIX, I STATED THAT WE WERE HIGH AND THAT WE WERE SUPPOSED TO BE AT 250 KTS XING THE FIX AS WELL. THE PF ACKNOWLEDGED WITH 'I KNOW.' CONSEQUENTLY, WE MISSED THE RESTRICTION BY 1000 FT AND 60 KTS. PERCEPTIONS: IT IS MY BELIEF THAT AT XXX AIRLINES OUR SENIOR PLTS AT SOME POINT EARLY IN THEIR CAREERS WERE CONDITIONED INTO BELIEVING THAT USING THE SPD BRAKES TO MANAGE THEIR DSCNT PROFILE IS AN ADMISSION OF POOR DSCNT PLANNING. THIS IS NOT THE FIRST TIME I'VE SEEN THIS AND I THINK IT SHOULD BE ADDRESSED IN OUR TRAINING PROGRAM.

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.