Narrative:

Both the first officer and I had briefed the profile descent. Both of us had the chart displayed on each side of cockpit. Out of FL240 I restated the profile over waterloo VOR and asked the first officer if he had it (understood clearance). He said yes, 17000-13000 ft over ywt. I left the ATC frequency to call yyz operations inbound and to make the arrival announcement to the passenger. When I returned to frequency I noticed that we had passed ywt and were descending out of FL190. I told the first officer that we were to be at 11000 ft in 5 mi, the ricki intersection, at 250 KTS. Our speed was in excess of that, but I don't recall what it was. So there we were, over ricki at 14000 ft and speed 280 plus KTS. Both the first officer and I had about 50 hours of line flying this new aircraft. Both of us came out of turboprop equipment. The first officer is new to this area while I had flown in the yyz area for yrs, including the profile dscnts. Further, there is no ground speed readout in the aircraft, nor any FMS or RNAV. While time-to-go and distance to station are displayed, the first officer was using some formula to plan his descent in which apparently he used a slow estimated ground speed. For myself, I use 8 or 9 mi/mins generally unless I know we have a good tailwind, then 10 mi/min. Corrective actions: confirm with first officer his planned rate and speed for descent. Make arrival communications earlier so to assist first officer in descent. Hope company and manufacturer install 'GS' readout at least. Callback conversation with reporter revealed the following: the PNF captain states that both crew persons are new to the aircraft and jet flying, about 50 hours each in the aircraft. The aircraft is new to the air carrier and everyone is feeling their way along. Some of the navigation system are not yet fully operational. The reporter is finding that these 'labor saving devices' can cause a high workload, especially when they are not fully up. The aircraft flies very well. The reporter has not heard anything from the FAA and is rethinking some personal procedures to help come into the jet age. The reporter's previous experience was in an advanced cockpit turboprop. Supplemental information from acn 245076: during profile descent runway 24 yyz, aircraft missed crossing restriction by 2000 ft. Both crew members have less than 50 hours in aircraft in line service. Aircraft has no ground speed readout because the FMS is not installed yet. Better communication was needed between crew members as to location of crossing fix and planned descent to reach that fix.

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Original NASA ASRS Text

Title: AN ACR MDT BADLY FOULED UP A PROFILE DSCNT AND MISSED 2 ALT XINGS AND AN AIRSPD RESTRICTION.

Narrative: BOTH THE FO AND I HAD BRIEFED THE PROFILE DSCNT. BOTH OF US HAD THE CHART DISPLAYED ON EACH SIDE OF COCKPIT. OUT OF FL240 I RESTATED THE PROFILE OVER WATERLOO VOR AND ASKED THE FO IF HE HAD IT (UNDERSTOOD CLRNC). HE SAID YES, 17000-13000 FT OVER YWT. I LEFT THE ATC FREQ TO CALL YYZ OPS INBOUND AND TO MAKE THE ARR ANNOUNCEMENT TO THE PAX. WHEN I RETURNED TO FREQ I NOTICED THAT WE HAD PASSED YWT AND WERE DSNDING OUT OF FL190. I TOLD THE FO THAT WE WERE TO BE AT 11000 FT IN 5 MI, THE RICKI INTXN, AT 250 KTS. OUR SPD WAS IN EXCESS OF THAT, BUT I DON'T RECALL WHAT IT WAS. SO THERE WE WERE, OVER RICKI AT 14000 FT AND SPD 280 PLUS KTS. BOTH THE FO AND I HAD ABOUT 50 HRS OF LINE FLYING THIS NEW ACFT. BOTH OF US CAME OUT OF TURBOPROP EQUIP. THE FO IS NEW TO THIS AREA WHILE I HAD FLOWN IN THE YYZ AREA FOR YRS, INCLUDING THE PROFILE DSCNTS. FURTHER, THERE IS NO GND SPD READOUT IN THE ACFT, NOR ANY FMS OR RNAV. WHILE TIME-TO-GO AND DISTANCE TO STATION ARE DISPLAYED, THE FO WAS USING SOME FORMULA TO PLAN HIS DSCNT IN WHICH APPARENTLY HE USED A SLOW ESTIMATED GND SPD. FOR MYSELF, I USE 8 OR 9 MI/MINS GENERALLY UNLESS I KNOW WE HAVE A GOOD TAILWIND, THEN 10 MI/MIN. CORRECTIVE ACTIONS: CONFIRM WITH FO HIS PLANNED RATE AND SPD FOR DSCNT. MAKE ARR COMS EARLIER SO TO ASSIST FO IN DSCNT. HOPE COMPANY AND MANUFACTURER INSTALL 'GS' READOUT AT LEAST. CALLBACK CONVERSATION WITH REPORTER REVEALED THE FOLLOWING: THE PNF CAPT STATES THAT BOTH CREW PERSONS ARE NEW TO THE ACFT AND JET FLYING, ABOUT 50 HRS EACH IN THE ACFT. THE ACFT IS NEW TO THE ACR AND EVERYONE IS FEELING THEIR WAY ALONG. SOME OF THE NAV SYS ARE NOT YET FULLY OPERATIONAL. THE RPTR IS FINDING THAT THESE 'LABOR SAVING DEVICES' CAN CAUSE A HIGH WORKLOAD, ESPECIALLY WHEN THEY ARE NOT FULLY UP. THE ACFT FLIES VERY WELL. THE RPTR HAS NOT HEARD ANYTHING FROM THE FAA AND IS RETHINKING SOME PERSONAL PROCS TO HELP COME INTO THE JET AGE. THE RPTR'S PREVIOUS EXPERIENCE WAS IN AN ADVANCED COCKPIT TURBOPROP. SUPPLEMENTAL INFORMATION FROM ACN 245076: DURING PROFILE DSCNT RWY 24 YYZ, ACFT MISSED XING RESTRICTION BY 2000 FT. BOTH CREW MEMBERS HAVE LESS THAN 50 HRS IN ACFT IN LINE SVC. ACFT HAS NO GND SPD READOUT BECAUSE THE FMS IS NOT INSTALLED YET. BETTER COM WAS NEEDED BTWN CREW MEMBERS AS TO LOCATION OF XING FIX AND PLANNED DSCNT TO REACH THAT FIX.

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.