A new captain notes his responsibility to comply with rules and restrs after catching his first offi...

Attributes
ACN	510430
Time
Date	200105
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	intersection : krena
State Reference	IL
Altitude	msl bound lower : 9000 msl bound upper : 9800
Environment
Light	Daylight
Aircraft 1
Controlling Facilities	tower : zzz.tower
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Flight Phase	descent : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : flight engineer pilot : multi engine pilot : atp pilot : cfi
Experience	flight time last 90 days : 65 flight time total : 13000 flight time type : 65
ASRS Report	510430
Events
Anomaly	non adherence : far other anomaly
Resolutory Action	flight crew : became reoriented other
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

As a new captain, I was the PNF on this leg of the trip. This was the last leg of a 4-DAY trip (leg #6), and only my second as PIC and PNF on this aircraft. We were approximately 180 NM west of ord and given a clearance to proceed direct to krena intersection to cross 5 mi west at 9000 ft. The first officer had been descending to FL240 when this clearance was issued, and continued descending at approximately 1200 FPM. After completing an approach briefing and the approach descent checklist, I was not monitoring the #1 frequency while making a PA to the passenger regarding arrival information. I noted our speed passing 12000 ft at approximately 290 KIAS. Since our descent rate was shallow, I thought the first officer was going to level at 10000 ft to slow to 250 KTS, then continue to 9000 ft. I glanced up from reading the ATIS information and noted our altitude at 9800 ft MSL, 280 KIAS. I immediately deployed speed brakes, reduced the airspeed control to 250 KIAS, noted the discrepancies, and the first officer disengaged the autoplt, leveled, slowed, then continued descent to 9000 ft. The crossing restr was complied with more than 5 mi to spare, and no other traffic was effected. The time duration was brief, but we did exceed 250 KTS descending to 10000 ft. I am not certain how the first officer became distraction to allow this to occur, but I do know that, as captain, I must be twice as vigilant towards the operation. With 15+ yrs experience as an first officer, I was relying on the first officer to be more attentive to detail as I have been as first officer. This was my second solo trip as captain and the second leg as PNF, but I now realize that, as captain, I'm never the PNF. It is a frame of mind that must be readjusted on my part. Although we did violate the speed restr descending to 10000 ft, this has been a great lesson how this new position is different. The captain is always the PF -- regardless of whose hands are on the controls.

Original NASA ASRS Text

Title: A NEW CAPT NOTES HIS RESPONSIBILITY TO COMPLY WITH RULES AND RESTRS AFTER CATCHING HIS FO DISTR AND FLYING ABOVE 250 KTS BELOW 10000 FT.

Narrative: AS A NEW CAPT, I WAS THE PNF ON THIS LEG OF THE TRIP. THIS WAS THE LAST LEG OF A 4-DAY TRIP (LEG #6), AND ONLY MY SECOND AS PIC AND PNF ON THIS ACFT. WE WERE APPROX 180 NM W OF ORD AND GIVEN A CLRNC TO PROCEED DIRECT TO KRENA INTXN TO CROSS 5 MI W AT 9000 FT. THE FO HAD BEEN DSNDING TO FL240 WHEN THIS CLRNC WAS ISSUED, AND CONTINUED DSNDING AT APPROX 1200 FPM. AFTER COMPLETING AN APCH BRIEFING AND THE APCH DSCNT CHKLIST, I WAS NOT MONITORING THE #1 FREQ WHILE MAKING A PA TO THE PAX REGARDING ARR INFO. I NOTED OUR SPD PASSING 12000 FT AT APPROX 290 KIAS. SINCE OUR DSCNT RATE WAS SHALLOW, I THOUGHT THE FO WAS GOING TO LEVEL AT 10000 FT TO SLOW TO 250 KTS, THEN CONTINUE TO 9000 FT. I GLANCED UP FROM READING THE ATIS INFO AND NOTED OUR ALT AT 9800 FT MSL, 280 KIAS. I IMMEDIATELY DEPLOYED SPD BRAKES, REDUCED THE AIRSPD CTL TO 250 KIAS, NOTED THE DISCREPANCIES, AND THE FO DISENGAGED THE AUTOPLT, LEVELED, SLOWED, THEN CONTINUED DSCNT TO 9000 FT. THE XING RESTR WAS COMPLIED WITH MORE THAN 5 MI TO SPARE, AND NO OTHER TFC WAS EFFECTED. THE TIME DURATION WAS BRIEF, BUT WE DID EXCEED 250 KTS DSNDING TO 10000 FT. I AM NOT CERTAIN HOW THE FO BECAME DISTR TO ALLOW THIS TO OCCUR, BUT I DO KNOW THAT, AS CAPT, I MUST BE TWICE AS VIGILANT TOWARDS THE OP. WITH 15+ YRS EXPERIENCE AS AN FO, I WAS RELYING ON THE FO TO BE MORE ATTENTIVE TO DETAIL AS I HAVE BEEN AS FO. THIS WAS MY SECOND SOLO TRIP AS CAPT AND THE SECOND LEG AS PNF, BUT I NOW REALIZE THAT, AS CAPT, I'M NEVER THE PNF. IT IS A FRAME OF MIND THAT MUST BE READJUSTED ON MY PART. ALTHOUGH WE DID VIOLATE THE SPD RESTR DSNDING TO 10000 FT, THIS HAS BEEN A GREAT LESSON HOW THIS NEW POS IS DIFFERENT. THE CAPT IS ALWAYS THE PF -- REGARDLESS OF WHOSE HANDS ARE ON THE CTLS.

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 new captain notes his responsibility to comply with rules and restrs after catching his first officer distraction and flying above 250 KTS below 10000 ft.