A C550 citation ii is restr to too high a speed for approach but fails to advise approach controller...

Attributes
ACN	403060
Time
Date	199805
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : fty
State Reference	GA
Altitude	msl bound lower : 4000 msl bound upper : 4000
Environment
Flight Conditions	Marginal
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : atl
Operator	other
Make Model Name	Citation II S2/Bravo
Operating Under FAR Part	Part 91
Flight Phase	cruise other descent : approach
Route In Use	arrival other
Flight Plan	IFR
Person 1
Affiliation	government other
Function	flight crew : captain oversight : pic
Qualification	pilot : cfi pilot : atp
Experience	flight time last 90 days : 75 flight time total : 4300 flight time type : 350
ASRS Report	403060
Person 2
Affiliation	government other
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	non adherence : clearance other anomaly other anomaly other
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : issued new clearance
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation other

Narrative:

Had crossed over pdk and intercepted the 244 degree radial outbound at 4000 ft. This is the radial for the VOR 26 approach into fty. The normal altitude for the approach is 3000 ft. Before crossing pdk we had been instructed to maintain 180 KIAS. The first officer was flying this approach and as we crossed pdk we changed controllers. I checked in -- there were a lot of xmissions between atl and other aircraft. The first officer thought we had been cleared for the approach and had started slowing the aircraft down as the 244 degree radial is the radial for the VOR approach. When the first officer started slowing down, I called approach to see if we had been cleared for the approach. He said no, and asked what was our airspeed. I told him 150 KIAS. He asked were we not given a minimum of 180 KIAS. I told him we had to slow down as we were 10 DME to fty or we would have to go missed approach. He said we should have told him and then he cleared us for the approach and handed us over to the fty tower. I agree with the controller. We should have told him we needed a slower airspeed to make the approach. I will ensure that we tell the controller the next time this situation arises and to be more alert to the first officer's actions.

Original NASA ASRS Text

Title: A C550 CITATION II IS RESTR TO TOO HIGH A SPD FOR APCH BUT FAILS TO ADVISE APCH CTLR. FO SLOWS ACFT WHEN HE THINKS THAT THE APCH CLRNC HAD BEEN RECEIVED. PIC DID NOT ADVISE ATC.

Narrative: HAD CROSSED OVER PDK AND INTERCEPTED THE 244 DEG RADIAL OUTBOUND AT 4000 FT. THIS IS THE RADIAL FOR THE VOR 26 APCH INTO FTY. THE NORMAL ALT FOR THE APCH IS 3000 FT. BEFORE XING PDK WE HAD BEEN INSTRUCTED TO MAINTAIN 180 KIAS. THE FO WAS FLYING THIS APCH AND AS WE CROSSED PDK WE CHANGED CTLRS. I CHKED IN -- THERE WERE A LOT OF XMISSIONS BTWN ATL AND OTHER ACFT. THE FO THOUGHT WE HAD BEEN CLRED FOR THE APCH AND HAD STARTED SLOWING THE ACFT DOWN AS THE 244 DEG RADIAL IS THE RADIAL FOR THE VOR APCH. WHEN THE FO STARTED SLOWING DOWN, I CALLED APCH TO SEE IF WE HAD BEEN CLRED FOR THE APCH. HE SAID NO, AND ASKED WHAT WAS OUR AIRSPD. I TOLD HIM 150 KIAS. HE ASKED WERE WE NOT GIVEN A MINIMUM OF 180 KIAS. I TOLD HIM WE HAD TO SLOW DOWN AS WE WERE 10 DME TO FTY OR WE WOULD HAVE TO GO MISSED APCH. HE SAID WE SHOULD HAVE TOLD HIM AND THEN HE CLRED US FOR THE APCH AND HANDED US OVER TO THE FTY TWR. I AGREE WITH THE CTLR. WE SHOULD HAVE TOLD HIM WE NEEDED A SLOWER AIRSPD TO MAKE THE APCH. I WILL ENSURE THAT WE TELL THE CTLR THE NEXT TIME THIS SIT ARISES AND TO BE MORE ALERT TO THE FO'S ACTIONS.

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.

A C550 citation ii is restr to too high a speed for approach but fails to advise approach controller. First officer slows aircraft when he thinks that the approach clearance had been received. PIC did not advise ATC.