Narrative:

While performing IOE with new captain, the captain performed engine monitoring readings at altitude. As captain completed readings, ATC gave clearance to cross 10 mi north of hpw VOR at FL220. We selected FL220 in altitude window and captain commenced descent. We started descending out of FL280 slowly. ATC clearance was given approximately 20 mi prior to crossing restr. It became apparent to captain that he would have difficulty making the restr. I suggested an 'open descent and speed brakes.' at 25500 ft with 5 mi to crossing restr. I then advised him that his engines were at cruise power, 'he never re-engaged' automatic- thrust after taking engine readings. He then pulled throttled to idle, I attempted to contact ATC about being unable to comply with restr but could not due to numerous ATC xmissions. We crossed the restr at FL240 descending 5000 FPM. And were level 5 NM past restr. At that time ATC cleared us to another frequency. Cause for missing restr: 1) captain not fully acclimated to non-moving automatic-throttles (A-320), 2) captain inexperienced entering the crossing restr on FMC, 3) check airman (myself) waiting until crossing restr was less than 5 mi away to suggest solutions to captain. Note: during the latter stages of IOE, it's best to let captain solve his problems without my intervention, since he will most likely be flying with inexperienced first officer's, he will have to master these tasks with little or no help in his early days as a captain. As for myself letting him miss restr, I was anticipating advising ATC when crossing compliance was questionable, but frequency got busy. By the time frequency was open, we were level at FL220. A-320 automation requires constant monitoring, understanding, and diligence when operating aircraft.

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Original NASA ASRS Text

Title: XING RESTR NOT MET TRAINEE CAPT FAMILIARITY WITH ACFT.

Narrative: WHILE PERFORMING IOE WITH NEW CAPT, THE CAPT PERFORMED ENG MONITORING READINGS AT ALT. AS CAPT COMPLETED READINGS, ATC GAVE CLRNC TO CROSS 10 MI N OF HPW VOR AT FL220. WE SELECTED FL220 IN ALT WINDOW AND CAPT COMMENCED DSCNT. WE STARTED DSNDING OUT OF FL280 SLOWLY. ATC CLRNC WAS GIVEN APPROX 20 MI PRIOR TO XING RESTR. IT BECAME APPARENT TO CAPT THAT HE WOULD HAVE DIFFICULTY MAKING THE RESTR. I SUGGESTED AN 'OPEN DSCNT AND SPD BRAKES.' AT 25500 FT WITH 5 MI TO XING RESTR. I THEN ADVISED HIM THAT HIS ENGS WERE AT CRUISE PWR, 'HE NEVER RE-ENGAGED' AUTO- THRUST AFTER TAKING ENG READINGS. HE THEN PULLED THROTTLED TO IDLE, I ATTEMPTED TO CONTACT ATC ABOUT BEING UNABLE TO COMPLY WITH RESTR BUT COULD NOT DUE TO NUMEROUS ATC XMISSIONS. WE CROSSED THE RESTR AT FL240 DSNDING 5000 FPM. AND WERE LEVEL 5 NM PAST RESTR. AT THAT TIME ATC CLRED US TO ANOTHER FREQ. CAUSE FOR MISSING RESTR: 1) CAPT NOT FULLY ACCLIMATED TO NON-MOVING AUTO-THROTTLES (A-320), 2) CAPT INEXPERIENCED ENTERING THE XING RESTR ON FMC, 3) CHK AIRMAN (MYSELF) WAITING UNTIL XING RESTR WAS LESS THAN 5 MI AWAY TO SUGGEST SOLUTIONS TO CAPT. NOTE: DURING THE LATTER STAGES OF IOE, IT'S BEST TO LET CAPT SOLVE HIS PROBS WITHOUT MY INTERVENTION, SINCE HE WILL MOST LIKELY BE FLYING WITH INEXPERIENCED FO'S, HE WILL HAVE TO MASTER THESE TASKS WITH LITTLE OR NO HELP IN HIS EARLY DAYS AS A CAPT. AS FOR MYSELF LETTING HIM MISS RESTR, I WAS ANTICIPATING ADVISING ATC WHEN XING COMPLIANCE WAS QUESTIONABLE, BUT FREQ GOT BUSY. BY THE TIME FREQ WAS OPEN, WE WERE LEVEL AT FL220. A-320 AUTOMATION REQUIRES CONSTANT MONITORING, UNDERSTANDING, AND DILIGENCE WHEN OPERATING ACFT.

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.