Narrative:

Inbound to phl on the dupont 4 arrival at 15;000 feet; we were issued an ATC clearance from washington center to cross terri intersection at 10;000 feet and 250 knots. Pilot in command (PIC) set 10;000 feet in the altitude select display and second in command (sic) armed VNAV; valt was annunciated on EFIS 'scoreboard'. At top of decent (TOD); there was a 57 knot tailwind and it appeared that due to the higher ground speed it may be difficult to achieve the speed reduction at terri. Sic reverted to vs mode and began descent. Shortly before arriving at terri; we received a handoff to phl approach control. First contact with approach was delayed due to radio congestion as the aircraft neared terri intersection. Sic elected to place the terri crossing altitude as a priority over crossing speed. We crossed terri at 10;000 feet and 270 knots; and as the aircraft passed terri; sic initiated the speed reduction. At the same time; the phl approach controller queried us about whether we received speed the reduction clearance for terri and PIC replied that we were in the process of correcting the speed. ATC then cleared us to 8000' and we were vectored for the approach. In the future; it would be better to advise ATC of any anticipated difficulty in compliance with crossing clearances. This was made somewhat more difficult due to the frequency change and radio congestion at the time of the occurrence. It may also be good CRM policy for the pilot flying to announce intentions; plans; and configuration changes to the pilot not flying during high workload events such as navigating a SID or STAR. A briefing could include the discussion of winds aloft and its affect on restriction; especially as we approach the winter months and a strong jet stream winds.

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Original NASA ASRS Text

Title: A CL300 flight crew is unable to meet an altitude/airspeed restriction on a STAR arrival to PHL.

Narrative: Inbound to PHL on the Dupont 4 Arrival at 15;000 feet; we were issued an ATC clearance from Washington Center to cross TERRI intersection at 10;000 feet and 250 knots. Pilot In Command (PIC) set 10;000 feet in the altitude select display and Second In Command (SIC) armed VNAV; VALT was annunciated on EFIS 'scoreboard'. At Top Of Decent (TOD); there was a 57 knot tailwind and it appeared that due to the higher ground speed it may be difficult to achieve the speed reduction at TERRI. SIC reverted to VS mode and began descent. Shortly before arriving at TERRI; we received a handoff to PHL Approach Control. First contact with Approach was delayed due to radio congestion as the aircraft neared TERRI intersection. SIC elected to place the TERRI crossing altitude as a priority over crossing speed. We crossed TERRI at 10;000 feet and 270 knots; and as the aircraft passed TERRI; SIC initiated the speed reduction. At the same time; the PHL Approach Controller queried us about whether we received speed the reduction clearance for TERRI and PIC replied that we were in the process of correcting the speed. ATC then cleared us to 8000' and we were vectored for the approach. In the future; it would be better to advise ATC of any anticipated difficulty in compliance with crossing clearances. This was made somewhat more difficult due to the frequency change and radio congestion at the time of the occurrence. It may also be good CRM policy for the Pilot Flying to announce intentions; plans; and configuration changes to the Pilot Not Flying during high workload events such as navigating a SID or STAR. A briefing could include the discussion of winds aloft and its affect on restriction; especially as we approach the winter months and a strong jet stream winds.

Data retrieved from NASA's ASRS site as of April 2012 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.