Narrative:

Copilot was flying. Aircraft was on autoplt. As aircraft intercepted GS, airspeed increased slowly from assigned speed of 170 KIAS to 180 KIAS. As airspeed hit 180 KTS, copilot took aircraft off autoplt and slowed back to 170 KTS. As we stabilized at 170 KTS, ord approach control instructed us to slow to 170 KTS. This deviation occurred due to 2 problems: copilot is consistently sloppy with approach airspeed control and does not accept comments very well. This makes it very difficult to communicate with him when he either deviates from SOP, or takes some action which could be accomplished in a better manner. This medium large transport has a serious design flaw. When attempting to establish the GS with the autoplt engaged, the aircraft frequently exceeds the commanded speed for 2 reasons. Engines are always in high speed idle when the aircraft and FMC's were designed for low speed idle during a GS intercept. Also, autoplt GS capture involves a 'bracketing maneuver.' this causes aircraft to get slightly high on GS before initiating descent for intercept. The result is a dive of 1500-1700 FPM back down to the GS. Thus, a hot airspeed/deviation. By anticipating this event, it is ctlable. One last comment. I don't know if it is me, or the younger generation or just the era we are in. I have noticed a problem with younger pilots -- they don't believe what I tell them (i.e., we are required to stay at or above the GS/VASI, stay at/below 200 KTS in an air traffic area, ord approach will/might violate you if bust your airspeed by 10 KTS). It seems that unless they've seen it in writing, they don't believe me -- even if they see it they still, at times, think that it doesn't apply. Maybe it's because I appear to be a young captain. Don't know, but sure getting tired of it.

Related reports:

Google
 

Original NASA ASRS Text

Title: SPD DEV ON APCH PROC, IAP ILS APCH.

Narrative: COPLT WAS FLYING. ACFT WAS ON AUTOPLT. AS ACFT INTERCEPTED GS, AIRSPD INCREASED SLOWLY FROM ASSIGNED SPD OF 170 KIAS TO 180 KIAS. AS AIRSPD HIT 180 KTS, COPLT TOOK ACFT OFF AUTOPLT AND SLOWED BACK TO 170 KTS. AS WE STABILIZED AT 170 KTS, ORD APCH CTL INSTRUCTED US TO SLOW TO 170 KTS. THIS DEV OCCURRED DUE TO 2 PROBS: COPLT IS CONSISTENTLY SLOPPY WITH APCH AIRSPD CTL AND DOES NOT ACCEPT COMMENTS VERY WELL. THIS MAKES IT VERY DIFFICULT TO COMMUNICATE WITH HIM WHEN HE EITHER DEVIATES FROM SOP, OR TAKES SOME ACTION WHICH COULD BE ACCOMPLISHED IN A BETTER MANNER. THIS MLG HAS A SERIOUS DESIGN FLAW. WHEN ATTEMPTING TO ESTABLISH THE GS WITH THE AUTOPLT ENGAGED, THE ACFT FREQUENTLY EXCEEDS THE COMMANDED SPD FOR 2 REASONS. ENGS ARE ALWAYS IN HIGH SPD IDLE WHEN THE ACFT AND FMC'S WERE DESIGNED FOR LOW SPD IDLE DURING A GS INTERCEPT. ALSO, AUTOPLT GS CAPTURE INVOLVES A 'BRACKETING MANEUVER.' THIS CAUSES ACFT TO GET SLIGHTLY HIGH ON GS BEFORE INITIATING DSCNT FOR INTERCEPT. THE RESULT IS A DIVE OF 1500-1700 FPM BACK DOWN TO THE GS. THUS, A HOT AIRSPD/DEV. BY ANTICIPATING THIS EVENT, IT IS CTLABLE. ONE LAST COMMENT. I DON'T KNOW IF IT IS ME, OR THE YOUNGER GENERATION OR JUST THE ERA WE ARE IN. I HAVE NOTICED A PROB WITH YOUNGER PLTS -- THEY DON'T BELIEVE WHAT I TELL THEM (I.E., WE ARE REQUIRED TO STAY AT OR ABOVE THE GS/VASI, STAY AT/BELOW 200 KTS IN AN ATA, ORD APCH WILL/MIGHT VIOLATE YOU IF BUST YOUR AIRSPD BY 10 KTS). IT SEEMS THAT UNLESS THEY'VE SEEN IT IN WRITING, THEY DON'T BELIEVE ME -- EVEN IF THEY SEE IT THEY STILL, AT TIMES, THINK THAT IT DOESN'T APPLY. MAYBE IT'S BECAUSE I APPEAR TO BE A YOUNG CAPT. DON'T KNOW, BUT SURE GETTING TIRED OF 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.