Air carrier first officer apparently not able to get PIC's focus to the activity at hand. PIC unable...

Attributes
ACN	406350
Time
Date	199806
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : yyz
State Reference	ON
Altitude	msl bound lower : 10000 msl bound upper : 12000
Environment
Flight Conditions	Marginal
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : yyz tower : den
Operator	common carrier : air carrier
Make Model Name	Challenger CL604
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	descent : approach 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 : atp
Experience	flight time last 90 days : 210 flight time total : 5000 flight time type : 300
ASRS Report	406350
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	altitude deviation : crossing restriction not met altitude deviation : undershoot non adherence : clearance other anomaly other other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	none taken : unable
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Descending into toronto, ontario, en route from charlotte, nc, we were cleared late for the profile descent runway 6 into toronto. Due to the late clearance we were still pretty high FL240 or higher. We accepted the clearance and started coming down. When calculating our rate of descent we needed to meet the crossing restr, I started to realize that we probably would not make this. I asked the captain if he wanted to let toronto know that we probably would not make the restr (between 10000-11000 ft and 250 KTS). The captain responded by placing the aircraft in a 5500 FPM descent with power at idle and flight spoilers at full extension. I asked the captain again with 8 mi to go if he wanted relief from the crossing restr and he said 'no.' we crossed linng intersection at 12000 ft. Then we were vectored for the ILS runway 6R approach into toronto. The captain did not place the localizer into his navigation tuner. I called 'localizer alive' and 'we're through the localizer' and realized he did not have the correct frequency in his navigation tuner. I tuned in the correct frequency. The captain was using the autoplt to fly. The captain went full scale on the localizer again. The captain started coming back and was about to go through the localizer again when I said, 'do you have the runway in sight, we're about to go through the localizer again.' he commented by saying, 'well, I'm trying to use this damned autoplt.' I stated, 'well turn it off.' we landed without incident. I'm sure the toronto controllers were wondering what was going on. The bottom line is this captain was way behind the aircraft. The captain was not willing to listen to his first officer or the controller. I feel CRM must become mandatory for commuter airline crews. We're in general younger, more inexperienced crews flying today's most recently made jets. We need approved CRM programs.

Original NASA ASRS Text

Title: ACR FO APPARENTLY NOT ABLE TO GET PIC'S FOCUS TO THE ACTIVITY AT HAND. PIC UNABLE TO MEET ALT XING RESTRS, BEING PROMPTED BY THE FO TO COMPLETE COCKPIT RESPONSIBILITIES. FO BELIEVES WHAT HAPPENED IS FURTHER JUSTIFICATION FOR CRM REGS.

Narrative: DSNDING INTO TORONTO, ONTARIO, ENRTE FROM CHARLOTTE, NC, WE WERE CLRED LATE FOR THE PROFILE DSCNT RWY 6 INTO TORONTO. DUE TO THE LATE CLRNC WE WERE STILL PRETTY HIGH FL240 OR HIGHER. WE ACCEPTED THE CLRNC AND STARTED COMING DOWN. WHEN CALCULATING OUR RATE OF DSCNT WE NEEDED TO MEET THE XING RESTR, I STARTED TO REALIZE THAT WE PROBABLY WOULD NOT MAKE THIS. I ASKED THE CAPT IF HE WANTED TO LET TORONTO KNOW THAT WE PROBABLY WOULD NOT MAKE THE RESTR (BTWN 10000-11000 FT AND 250 KTS). THE CAPT RESPONDED BY PLACING THE ACFT IN A 5500 FPM DSCNT WITH PWR AT IDLE AND FLT SPOILERS AT FULL EXTENSION. I ASKED THE CAPT AGAIN WITH 8 MI TO GO IF HE WANTED RELIEF FROM THE XING RESTR AND HE SAID 'NO.' WE CROSSED LINNG INTXN AT 12000 FT. THEN WE WERE VECTORED FOR THE ILS RWY 6R APCH INTO TORONTO. THE CAPT DID NOT PLACE THE LOC INTO HIS NAV TUNER. I CALLED 'LOC ALIVE' AND 'WE'RE THROUGH THE LOC' AND REALIZED HE DID NOT HAVE THE CORRECT FREQ IN HIS NAV TUNER. I TUNED IN THE CORRECT FREQ. THE CAPT WAS USING THE AUTOPLT TO FLY. THE CAPT WENT FULL SCALE ON THE LOC AGAIN. THE CAPT STARTED COMING BACK AND WAS ABOUT TO GO THROUGH THE LOC AGAIN WHEN I SAID, 'DO YOU HAVE THE RWY IN SIGHT, WE'RE ABOUT TO GO THROUGH THE LOC AGAIN.' HE COMMENTED BY SAYING, 'WELL, I'M TRYING TO USE THIS DAMNED AUTOPLT.' I STATED, 'WELL TURN IT OFF.' WE LANDED WITHOUT INCIDENT. I'M SURE THE TORONTO CTLRS WERE WONDERING WHAT WAS GOING ON. THE BOTTOM LINE IS THIS CAPT WAS WAY BEHIND THE ACFT. THE CAPT WAS NOT WILLING TO LISTEN TO HIS FO OR THE CTLR. I FEEL CRM MUST BECOME MANDATORY FOR COMMUTER AIRLINE CREWS. WE'RE IN GENERAL YOUNGER, MORE INEXPERIENCED CREWS FLYING TODAY'S MOST RECENTLY MADE JETS. WE NEED APPROVED CRM PROGRAMS.

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.

Air carrier first officer apparently not able to get PIC's focus to the activity at hand. PIC unable to meet altitude crossing restrs, being prompted by the first officer to complete cockpit responsibilities. First officer believes what happened is further justification for CRM regulations.