Narrative:

Attempted to get ATIS, but the last ATIS broadcasting was an hour and 7 mins old. Delayed copying ATIS. ATC gave us clearance to cross karla at 11000 ft, which I read back and captain put in altitude alert window. I advised captain I was off #1 radio to call company in range and get ATIS. Captain started descent for crossing restr. I was occupied with company call and ATIS. Saw captain using speed brake to assist descent. I had my commercial charts open to company page (company frequencys and special procedures), so I did not remember DME distance to karla intersection. Made effort to find correct STAR (there are 11 of them for dfw) but only got further behind on trying to copy ATIS. Finally finished company call and ATIS. ATC made 3 calls to captain who was responding on the wrong radio. I answered controller and he emphasized the requirement to cross karla at 250 KTS. Captain then decreased rate of descent to slow down. I found correct SID and noticed we were going to cross karla 2000 ft high and 30 KTS fast. Controller then gave us a heading change. I asked captain if crossing restr had been changed while I was off. He said ATC just did by giving him a heading change. I said a heading change does not remove a crossing restr. Dropped rest of discussion because approach and landing occupied attention. Chain of events/human factors: normally copy ATIS prior to descent, but the over 1 hour old ATIS information was still broadcasting. ATIS has a lot of lawsuit protection type information in addition to WX and runway information that dfw ATIS was 70 seconds long, a long time to be out of the loop, and that is only if you copy it all the first time. I should have removed the STAR from my binder and put it on the yoke. I do not remember controller giving speed restr with original crossing restr. I think that is why he called us later to emphasize that point. That is irrelevant though, because the STAR requires you to be at 250 KTS. I do not think the captain was aware of the speed restr until the controller pointed it out. Captain only on aircraft for 3 months. I should have been more alert and watchful. Just because he has the fourth stripe and the type rating does not allow me to assume anything. Captain must have gotten behind in his descent (used speed brakes) and then the confusion by answering 3 radio calls to controller further distraction him from catching up with his descent profile. I must always remember my old military flight instructor telling me to 'aviate, navigation, and communicate' in that order!

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Original NASA ASRS Text

Title: MLG CREW WOULD NOT HAVE MET A XING RESTR.

Narrative: ATTEMPTED TO GET ATIS, BUT THE LAST ATIS BROADCASTING WAS AN HR AND 7 MINS OLD. DELAYED COPYING ATIS. ATC GAVE US CLRNC TO CROSS KARLA AT 11000 FT, WHICH I READ BACK AND CAPT PUT IN ALT ALERT WINDOW. I ADVISED CAPT I WAS OFF #1 RADIO TO CALL COMPANY IN RANGE AND GET ATIS. CAPT STARTED DSCNT FOR XING RESTR. I WAS OCCUPIED WITH COMPANY CALL AND ATIS. SAW CAPT USING SPD BRAKE TO ASSIST DSCNT. I HAD MY COMMERCIAL CHARTS OPEN TO COMPANY PAGE (COMPANY FREQS AND SPECIAL PROCS), SO I DID NOT REMEMBER DME DISTANCE TO KARLA INTXN. MADE EFFORT TO FIND CORRECT STAR (THERE ARE 11 OF THEM FOR DFW) BUT ONLY GOT FURTHER BEHIND ON TRYING TO COPY ATIS. FINALLY FINISHED COMPANY CALL AND ATIS. ATC MADE 3 CALLS TO CAPT WHO WAS RESPONDING ON THE WRONG RADIO. I ANSWERED CTLR AND HE EMPHASIZED THE REQUIREMENT TO CROSS KARLA AT 250 KTS. CAPT THEN DECREASED RATE OF DSCNT TO SLOW DOWN. I FOUND CORRECT SID AND NOTICED WE WERE GOING TO CROSS KARLA 2000 FT HIGH AND 30 KTS FAST. CTLR THEN GAVE US A HDG CHANGE. I ASKED CAPT IF XING RESTR HAD BEEN CHANGED WHILE I WAS OFF. HE SAID ATC JUST DID BY GIVING HIM A HDG CHANGE. I SAID A HDG CHANGE DOES NOT REMOVE A XING RESTR. DROPPED REST OF DISCUSSION BECAUSE APCH AND LNDG OCCUPIED ATTN. CHAIN OF EVENTS/HUMAN FACTORS: NORMALLY COPY ATIS PRIOR TO DSCNT, BUT THE OVER 1 HR OLD ATIS INFO WAS STILL BROADCASTING. ATIS HAS A LOT OF LAWSUIT PROTECTION TYPE INFO IN ADDITION TO WX AND RWY INFO THAT DFW ATIS WAS 70 SECONDS LONG, A LONG TIME TO BE OUT OF THE LOOP, AND THAT IS ONLY IF YOU COPY IT ALL THE FIRST TIME. I SHOULD HAVE REMOVED THE STAR FROM MY BINDER AND PUT IT ON THE YOKE. I DO NOT REMEMBER CTLR GIVING SPD RESTR WITH ORIGINAL XING RESTR. I THINK THAT IS WHY HE CALLED US LATER TO EMPHASIZE THAT POINT. THAT IS IRRELEVANT THOUGH, BECAUSE THE STAR REQUIRES YOU TO BE AT 250 KTS. I DO NOT THINK THE CAPT WAS AWARE OF THE SPD RESTR UNTIL THE CTLR POINTED IT OUT. CAPT ONLY ON ACFT FOR 3 MONTHS. I SHOULD HAVE BEEN MORE ALERT AND WATCHFUL. JUST BECAUSE HE HAS THE FOURTH STRIPE AND THE TYPE RATING DOES NOT ALLOW ME TO ASSUME ANYTHING. CAPT MUST HAVE GOTTEN BEHIND IN HIS DSCNT (USED SPD BRAKES) AND THEN THE CONFUSION BY ANSWERING 3 RADIO CALLS TO CTLR FURTHER DISTR HIM FROM CATCHING UP WITH HIS DSCNT PROFILE. I MUST ALWAYS REMEMBER MY OLD MIL FLT INSTRUCTOR TELLING ME TO 'AVIATE, NAV, AND COMMUNICATE' IN THAT ORDER!

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.