Narrative:

I was the PNF. The captain is a management, simulator instructor that was flying the trip to maintain flying proficiency. The captain has been on the airplane for 1 yr and has approximately 100 hours flown within the past 12 months. On our descent to the ont airport between seter and petis (sb) on the seter arrival, we were cleared from 14000 ft to 6000 ft. During the descent I was turning and identing the ILS runway 26L at ont. Our assigned airspeed was 310 KIAS for spacing. As I looked up from identing the ILS, we were descending through 9000 ft MSL. Our actual airspeed was 350 KIAS, violating the 250 KIAS below 10000 ft. I immediately pointed this out to the captain. The captain then extended the speed brakes to slow the aircraft, but continued the descent. This caused us to delay slowing below 250 KIAS until 7500 ft MSL. I suggested several times that we should level off to slow quicker. ATC mentioned that we should 'resume normal speed.' factors leading up to the event: my loss of situational awareness. Captain was management/simulator instructor and not proficient -- 'behind the aircraft.' letting myself become preoccupied with cockpit tasks (loss of situational awareness) knowing that I was flying with a low-time management captain. This management/simulator instructor had given me my last simulator chkride 10 months prior. And, I thought that he was an excellent simulator, check airman.

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Original NASA ASRS Text

Title: CAPT OF A WDB EXCEEDED THE MAX SPD WHILE DSNDING THROUGH THE 10000 FT ALT LEVEL REQUIREMENT.

Narrative: I WAS THE PNF. THE CAPT IS A MGMNT, SIMULATOR INSTRUCTOR THAT WAS FLYING THE TRIP TO MAINTAIN FLYING PROFICIENCY. THE CAPT HAS BEEN ON THE AIRPLANE FOR 1 YR AND HAS APPROX 100 HRS FLOWN WITHIN THE PAST 12 MONTHS. ON OUR DSCNT TO THE ONT ARPT BTWN SETER AND PETIS (SB) ON THE SETER ARR, WE WERE CLRED FROM 14000 FT TO 6000 FT. DURING THE DSCNT I WAS TURNING AND IDENTING THE ILS RWY 26L AT ONT. OUR ASSIGNED AIRSPD WAS 310 KIAS FOR SPACING. AS I LOOKED UP FROM IDENTING THE ILS, WE WERE DSNDING THROUGH 9000 FT MSL. OUR ACTUAL AIRSPD WAS 350 KIAS, VIOLATING THE 250 KIAS BELOW 10000 FT. I IMMEDIATELY POINTED THIS OUT TO THE CAPT. THE CAPT THEN EXTENDED THE SPD BRAKES TO SLOW THE ACFT, BUT CONTINUED THE DSCNT. THIS CAUSED US TO DELAY SLOWING BELOW 250 KIAS UNTIL 7500 FT MSL. I SUGGESTED SEVERAL TIMES THAT WE SHOULD LEVEL OFF TO SLOW QUICKER. ATC MENTIONED THAT WE SHOULD 'RESUME NORMAL SPD.' FACTORS LEADING UP TO THE EVENT: MY LOSS OF SITUATIONAL AWARENESS. CAPT WAS MGMNT/SIMULATOR INSTRUCTOR AND NOT PROFICIENT -- 'BEHIND THE ACFT.' LETTING MYSELF BECOME PREOCCUPIED WITH COCKPIT TASKS (LOSS OF SITUATIONAL AWARENESS) KNOWING THAT I WAS FLYING WITH A LOW-TIME MGMNT CAPT. THIS MGMNT/SIMULATOR INSTRUCTOR HAD GIVEN ME MY LAST SIMULATOR CHKRIDE 10 MONTHS PRIOR. AND, I THOUGHT THAT HE WAS AN EXCELLENT SIMULATOR, CHK AIRMAN.

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.