Narrative:

While descending through FL190 in order to make a crossing restr at somto of 13000 ft MSL, we were verifying our holding entry in the FMS. It shortly became apparent that with the 130 KT tailwinds we were not going to make the crossing restr. As PNF, I advised center. Passing 14000 ft with the speed brakes fully deployed I advised the captain that 13000 ft was approaching. He was controling the aircraft (autoplt on) using vertical speed. At 13500 ft our descent rate was still more than 4000 RPM. I told him to watch the altitude. At 13100 ft, I told him we were going to go through it. At 12800 ft, without a leveloff, I finally glanced at his altimeter and realized his was not reset to 29.34. I reached over and twisted his altimeter towards 29.40. He then realized the error and disconnected the autoplt. I retracted the speed brakes as he started the climb. Lowest altitude was approximately 12400 ft. Closest aircraft on TCASII was 1200 ft, about 10 mi away. At 12000 ft, center queried our altitude and I responded 'level at 13000 ft.' with autoplt reselected, he entered holding, as I made the report. After 30 degrees of turn, I asked if he was going to slow to 210 KTS, as that was the maximum holding speed at ard. We slowed immediately and after 20 mins in holding, continued to an ILS runway 22 at lga, winds 190 degrees at 13 KTS gusting to 21 KTS. Following a go around due to lack of spacing on aircraft in front, we landed. As PNF, I did not verbalize enough my doubt of making the initial crossing restr at FL190. Although I reset my altimeter, I did not initiate the descent check nor xchk his altimeter setting. Communication is vital. Checklists cannot be delayed. And xchking instruments is part of the reason it takes 2 to fly.

Related reports:

Google
 

Original NASA ASRS Text

Title: AN MD88 FO RPT ON AN ALT BUST AND SPD DEV DURING THEIR APCH TO AN EAST COAST DEST ON CTR FREQ WITH ZDC, DC.

Narrative: WHILE DSNDING THROUGH FL190 IN ORDER TO MAKE A XING RESTR AT SOMTO OF 13000 FT MSL, WE WERE VERIFYING OUR HOLDING ENTRY IN THE FMS. IT SHORTLY BECAME APPARENT THAT WITH THE 130 KT TAILWINDS WE WERE NOT GOING TO MAKE THE XING RESTR. AS PNF, I ADVISED CTR. PASSING 14000 FT WITH THE SPD BRAKES FULLY DEPLOYED I ADVISED THE CAPT THAT 13000 FT WAS APCHING. HE WAS CTLING THE ACFT (AUTOPLT ON) USING VERT SPD. AT 13500 FT OUR DSCNT RATE WAS STILL MORE THAN 4000 RPM. I TOLD HIM TO WATCH THE ALT. AT 13100 FT, I TOLD HIM WE WERE GOING TO GO THROUGH IT. AT 12800 FT, WITHOUT A LEVELOFF, I FINALLY GLANCED AT HIS ALTIMETER AND REALIZED HIS WAS NOT RESET TO 29.34. I REACHED OVER AND TWISTED HIS ALTIMETER TOWARDS 29.40. HE THEN REALIZED THE ERROR AND DISCONNECTED THE AUTOPLT. I RETRACTED THE SPD BRAKES AS HE STARTED THE CLB. LOWEST ALT WAS APPROX 12400 FT. CLOSEST ACFT ON TCASII WAS 1200 FT, ABOUT 10 MI AWAY. AT 12000 FT, CTR QUERIED OUR ALT AND I RESPONDED 'LEVEL AT 13000 FT.' WITH AUTOPLT RESELECTED, HE ENTERED HOLDING, AS I MADE THE RPT. AFTER 30 DEGS OF TURN, I ASKED IF HE WAS GOING TO SLOW TO 210 KTS, AS THAT WAS THE MAX HOLDING SPD AT ARD. WE SLOWED IMMEDIATELY AND AFTER 20 MINS IN HOLDING, CONTINUED TO AN ILS RWY 22 AT LGA, WINDS 190 DEGS AT 13 KTS GUSTING TO 21 KTS. FOLLOWING A GAR DUE TO LACK OF SPACING ON ACFT IN FRONT, WE LANDED. AS PNF, I DID NOT VERBALIZE ENOUGH MY DOUBT OF MAKING THE INITIAL XING RESTR AT FL190. ALTHOUGH I RESET MY ALTIMETER, I DID NOT INITIATE THE DSCNT CHK NOR XCHK HIS ALTIMETER SETTING. COM IS VITAL. CHKLISTS CANNOT BE DELAYED. AND XCHKING INSTS IS PART OF THE REASON IT TAKES 2 TO FLY.

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.