Beech jet 400 first officer failed to maintain speed assigned speed outside the OM after being cleared for the approach.

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Attributes
ACN	533670
Time
Date	200112
Day	Sun
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : atl.airport
State Reference	GA
Altitude	msl bound lower : 3000 msl bound upper : 4000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : atl.tower
Operator	general aviation : personal
Make Model Name	Beechjet 400
Operating Under FAR Part	Part 91
Navigation In Use	ils localizer & glide slope : 9r
Flight Phase	descent : approach
Route In Use	approach : instrument precision
Flight Plan	IFR
Person 1
Affiliation	other
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 40 flight time total : 2500 flight time type : 500
ASRS Report	533670
Person 2
Affiliation	other
Function	flight crew : first officer
Events
Anomaly	aircraft equipment problem : less severe other anomaly other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : flt management system other controllera other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	other
Supplementary
Problem Areas	Flight Crew Human Performance Aircraft
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

After our departure from ssi, we lost our FMS navigation. Accordingly, we advised ATC and requested vectors to our first fix. From there, we had to use VOR navigation and our backup navigation on our secondary display unit (sdu). The en route trip was IMC, and our workload was greatly increased. As we began to fly the ILS runway 9R, we began to review again the altitudes at the various mileage fixes on the approach. We had to use our backup sdu to shoot the approach (to give us both vertical and horizontal guidance). The sdu was set to the ILS frequency. We had the VOR set to atl. My copilot had his hands full flying the approach in bad WX. I was communicating, calling for checklists, and verifying altitudes and distances. When we were cleared for the approach, we were given 180 KIAS to maintain until the marker. I noticed we had slowed considerably. As I reminded the PF to keep his speed up, so did ATC. We landed without further comment from ATC. We earnestly did everything safely and as instructed, however, with options (equipment and WX) taken away a routine approach becomes extremely difficult.

Original NASA ASRS Text

Title: BEECH JET 400 FO FAILED TO MAINTAIN SPD ASSIGNED SPD OUTSIDE THE OM AFTER BEING CLRED FOR THE APCH.

Narrative: AFTER OUR DEP FROM SSI, WE LOST OUR FMS NAV. ACCORDINGLY, WE ADVISED ATC AND REQUESTED VECTORS TO OUR FIRST FIX. FROM THERE, WE HAD TO USE VOR NAV AND OUR BACKUP NAV ON OUR SECONDARY DISPLAY UNIT (SDU). THE ENRTE TRIP WAS IMC, AND OUR WORKLOAD WAS GREATLY INCREASED. AS WE BEGAN TO FLY THE ILS RWY 9R, WE BEGAN TO REVIEW AGAIN THE ALTS AT THE VARIOUS MILEAGE FIXES ON THE APCH. WE HAD TO USE OUR BACKUP SDU TO SHOOT THE APCH (TO GIVE US BOTH VERT AND HORIZ GUIDANCE). THE SDU WAS SET TO THE ILS FREQ. WE HAD THE VOR SET TO ATL. MY COPLT HAD HIS HANDS FULL FLYING THE APCH IN BAD WX. I WAS COMMUNICATING, CALLING FOR CHKLISTS, AND VERIFYING ALTS AND DISTANCES. WHEN WE WERE CLRED FOR THE APCH, WE WERE GIVEN 180 KIAS TO MAINTAIN UNTIL THE MARKER. I NOTICED WE HAD SLOWED CONSIDERABLY. AS I REMINDED THE PF TO KEEP HIS SPD UP, SO DID ATC. WE LANDED WITHOUT FURTHER COMMENT FROM ATC. WE EARNESTLY DID EVERYTHING SAFELY AND AS INSTRUCTED, HOWEVER, WITH OPTIONS (EQUIP AND WX) TAKEN AWAY A ROUTINE APCH BECOMES EXTREMELY DIFFICULT.

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.