Narrative:

We were on the korry one arrival into new york's laguardia airport (lga). We were given a clearance to descend via the korry one arrival in the vicinity of the patuxent VOR (pxt). The first altitude on the arrival was to cross the ridgy intersection at or above FL270. The next limit was to cross the skipy intersection at or above FL190. When it was evident that the captain (who was PF) was not going to make crossing the skipy intersection at FL190, I queried him about it. He said the arrival stated that we could cross at or above FL190, which was correct. There were several more stepdowns, but they were all to cross at or above a certain altitude. The next hard crossing altitude was brand intersection at 11000 ft MSL. We proceeded on at FL270. I started to become uneasy and brought our flight plan up on our EICAS display. I noticed that we were now 35 NM from the brand intersection and had 16000 ft to lose. I informed the captain that we had to start out descent now, and I thought we would not make our restr. He became confused and was trying to figure out why the FMS had not indicated the descent on the VNAV display. I said we couldn't worry about that and that we had to start our descent now. At this time, we were 30 NM from our restr. We started a 4000 FPM descent and then ATC asked if we would make our restr, and the captain said yes. ATC gave us a 45 degree turn to the left, and then several moments later, a turn back to the right. At that time, ATC informed us we would not make our restr, even though the captain said we would. I don't believe we would have. In my opinion, the captain became too dependent on the FMS data and when it was not provided, failed to notice that a descent was required. When he was advised by me that the restr was not going to be met, he refused to advise ATC that we couldn't make it.

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Original NASA ASRS Text

Title: CL65 FLC PIC IMPROPERLY PROGRAMS FMS AND FLC DISCUSSES RESTR COMPLIANCE AS THEY MISS XING RESTR.

Narrative: WE WERE ON THE KORRY ONE ARR INTO NEW YORK'S LAGUARDIA ARPT (LGA). WE WERE GIVEN A CLRNC TO DSND VIA THE KORRY ONE ARR IN THE VICINITY OF THE PATUXENT VOR (PXT). THE FIRST ALT ON THE ARR WAS TO CROSS THE RIDGY INTXN AT OR ABOVE FL270. THE NEXT LIMIT WAS TO CROSS THE SKIPY INTXN AT OR ABOVE FL190. WHEN IT WAS EVIDENT THAT THE CAPT (WHO WAS PF) WAS NOT GOING TO MAKE XING THE SKIPY INTXN AT FL190, I QUERIED HIM ABOUT IT. HE SAID THE ARR STATED THAT WE COULD CROSS AT OR ABOVE FL190, WHICH WAS CORRECT. THERE WERE SEVERAL MORE STEPDOWNS, BUT THEY WERE ALL TO CROSS AT OR ABOVE A CERTAIN ALT. THE NEXT HARD XING ALT WAS BRAND INTXN AT 11000 FT MSL. WE PROCEEDED ON AT FL270. I STARTED TO BECOME UNEASY AND BROUGHT OUR FLT PLAN UP ON OUR EICAS DISPLAY. I NOTICED THAT WE WERE NOW 35 NM FROM THE BRAND INTXN AND HAD 16000 FT TO LOSE. I INFORMED THE CAPT THAT WE HAD TO START OUT DSCNT NOW, AND I THOUGHT WE WOULD NOT MAKE OUR RESTR. HE BECAME CONFUSED AND WAS TRYING TO FIGURE OUT WHY THE FMS HAD NOT INDICATED THE DSCNT ON THE VNAV DISPLAY. I SAID WE COULDN'T WORRY ABOUT THAT AND THAT WE HAD TO START OUR DSCNT NOW. AT THIS TIME, WE WERE 30 NM FROM OUR RESTR. WE STARTED A 4000 FPM DSCNT AND THEN ATC ASKED IF WE WOULD MAKE OUR RESTR, AND THE CAPT SAID YES. ATC GAVE US A 45 DEG TURN TO THE L, AND THEN SEVERAL MOMENTS LATER, A TURN BACK TO THE R. AT THAT TIME, ATC INFORMED US WE WOULD NOT MAKE OUR RESTR, EVEN THOUGH THE CAPT SAID WE WOULD. I DON'T BELIEVE WE WOULD HAVE. IN MY OPINION, THE CAPT BECAME TOO DEPENDENT ON THE FMS DATA AND WHEN IT WAS NOT PROVIDED, FAILED TO NOTICE THAT A DSCNT WAS REQUIRED. WHEN HE WAS ADVISED BY ME THAT THE RESTR WAS NOT GOING TO BE MET, HE REFUSED TO ADVISE ATC THAT WE COULDN'T MAKE IT.

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.