King air 350 captain reports crew coordination issues during the ILS to runway 6 at teb. Both pilots...

Narrative:

Approaching teb from the southwest we were given vectors to intercept the ILS localizer. Our FMS does not enable ILS approaches nor is this approach available to download directly into the FMS. After intercepting the localizer at 2;000 ft MSL we were cleared for the ILS 6 and subsequently given the 1;500 ft mandatory crossing restriction at dandy. Poor crew coordination led to both the pilot flying and pilot not flying setting the ILS localizer frequency into both navs and the teb DME was temporarily not available to identify the fix. This resulted in a delay in determining precisely where dandy was in relation to our current position. After being reminded of the restriction from ATC and determining that we were very close we expedited our descent and believe we complied with the restriction but it should have never been in question. Other than one brief local flight; this was the first flight the pilot flying and pilot not flying had worked together and our crew coordination was poor on this approach. All approach fixes should have been manually entered into the FMA for reference and the required DME available in a timely manner regardless of the VMC conditions.

Original NASA ASRS Text

Title: King Air 350 Captain reports crew coordination issues during the ILS to Runway 6 at TEB. Both pilots are tuned to the ILS frequency and DANDY cannot be readily identified until the First Officer tunes the TEB VOR. The crossing restriction at DANDY may have been missed.

Narrative: Approaching TEB from the southwest we were given vectors to intercept the ILS localizer. Our FMS does not enable ILS approaches nor is this approach available to download directly into the FMS. After intercepting the localizer at 2;000 FT MSL we were cleared for the ILS 6 and subsequently given the 1;500 FT mandatory crossing restriction at DANDY. Poor crew coordination led to both the pilot flying and pilot not flying setting the ILS localizer frequency into both NAVs and the TEB DME was temporarily not available to identify the fix. This resulted in a delay in determining precisely where DANDY was in relation to our current position. After being reminded of the restriction from ATC and determining that we were very close we expedited our descent and believe we complied with the restriction but it should have never been in question. Other than one brief local flight; this was the first flight the pilot flying and pilot not flying had worked together and our crew coordination was poor on this approach. All approach fixes should have been manually entered into the FMA for reference and the required DME available in a timely manner regardless of the VMC conditions.

Data retrieved from NASA's ASRS site as of July 2013 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.

Attributes
ACN	990180
Time
Date	201201
Local Time Of Day	1201-1800
Place
Locale Reference	TEB.Airport
State Reference	NJ
Environment
Light	Daylight
Aircraft 1
Make Model Name	Super King Air 350
Operating Under FAR Part	Part 91
Flight Phase	Initial Approach
Route In Use	Vectors
Flight Plan	IFR
Component
Aircraft Component	FMS/FMC
Person 1
Function	Captain Pilot Flying
Qualification	Flight Crew Flight Engineer Flight Crew Flight Instructor Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine
Experience	Flight Crew Last 90 Days 64 Flight Crew Total 10500 Flight Crew Type 45
Events
Anomaly	Deviation - Altitude Crossing Restriction Not Met Deviation - Procedural Published Material / Policy

King air 350 captain reports crew coordination issues during the ILS to runway 6 at teb. Both pilots are tuned to the ILS frequency and dandy cannot be readily identified until the first officer tunes the teb VOR. The crossing restriction at dandy may have been missed.