Narrative:

On the last leg of a long duty day, we were being vectored by bos approach for the ILS runway 6 at bdr. Approach issued a heading change (060 degrees to 015 degrees) and a speed reduction to 180 KTS. As both captain and PNF, I read back 015 degrees and the speed reduction. Thinking the PF was complying, I looked down to set the FMS to the OM (stane) and then the airport. The first officer (PF) subsequently asked if 015 degrees had been set on the directional gyro. I had not set the bug and asked if 015 degrees was indeed the new heading. When neither of us could confidently say it was, I queried ATC about the heading and was told to turn to 330 degrees and were we at 180 KTS. I replied 187 KTS on the speed and bugged 330 degrees on both directional gyros (common bug for both). I then returned to the FMS to set stane as we were IMC and then started to set the localizer in both navs with the inbound course (060 degrees). Looking up at our airspeed, I noticed we were getting fast and brought the throttles back to regain 180 KTS. At this time we were in a descent and ATC asked for the winds at our altitude. There were no targets within a 10 mi ring on TCASII and we heard only 1 other aircraft on frequency north of bdr. We were vectored onto the ILS and landed without incident. Attributing to the confusion in the cockpit was fatigue as we were ending a long day, we had our clearance changed 4 times en route from iad to bdr which had compounded our workload and my failure to more closely monitor the low time (turbine) first officer while he was flying. Approach had asked us for the winds at our altitude twice and the other aircraft north of bdr what his winds were, leading us to believe that we may have been too slow to comply with his directives -- most notably the airspeed.

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Original NASA ASRS Text

Title: LEARJET 31 FO WAS SLOPPY IN MAINTAINING SPD REDUCTION AND TURNING TO A VECTOR HDG CAUSING ATC TO GIVE A NEW HDG AND ASK FOR THE WINDS ALOFT SPD.

Narrative: ON THE LAST LEG OF A LONG DUTY DAY, WE WERE BEING VECTORED BY BOS APCH FOR THE ILS RWY 6 AT BDR. APCH ISSUED A HDG CHANGE (060 DEGS TO 015 DEGS) AND A SPD REDUCTION TO 180 KTS. AS BOTH CAPT AND PNF, I READ BACK 015 DEGS AND THE SPD REDUCTION. THINKING THE PF WAS COMPLYING, I LOOKED DOWN TO SET THE FMS TO THE OM (STANE) AND THEN THE ARPT. THE FO (PF) SUBSEQUENTLY ASKED IF 015 DEGS HAD BEEN SET ON THE DIRECTIONAL GYRO. I HAD NOT SET THE BUG AND ASKED IF 015 DEGS WAS INDEED THE NEW HDG. WHEN NEITHER OF US COULD CONFIDENTLY SAY IT WAS, I QUERIED ATC ABOUT THE HDG AND WAS TOLD TO TURN TO 330 DEGS AND WERE WE AT 180 KTS. I REPLIED 187 KTS ON THE SPD AND BUGGED 330 DEGS ON BOTH DIRECTIONAL GYROS (COMMON BUG FOR BOTH). I THEN RETURNED TO THE FMS TO SET STANE AS WE WERE IMC AND THEN STARTED TO SET THE LOC IN BOTH NAVS WITH THE INBOUND COURSE (060 DEGS). LOOKING UP AT OUR AIRSPD, I NOTICED WE WERE GETTING FAST AND BROUGHT THE THROTTLES BACK TO REGAIN 180 KTS. AT THIS TIME WE WERE IN A DSCNT AND ATC ASKED FOR THE WINDS AT OUR ALT. THERE WERE NO TARGETS WITHIN A 10 MI RING ON TCASII AND WE HEARD ONLY 1 OTHER ACFT ON FREQ N OF BDR. WE WERE VECTORED ONTO THE ILS AND LANDED WITHOUT INCIDENT. ATTRIBUTING TO THE CONFUSION IN THE COCKPIT WAS FATIGUE AS WE WERE ENDING A LONG DAY, WE HAD OUR CLRNC CHANGED 4 TIMES ENRTE FROM IAD TO BDR WHICH HAD COMPOUNDED OUR WORKLOAD AND MY FAILURE TO MORE CLOSELY MONITOR THE LOW TIME (TURBINE) FO WHILE HE WAS FLYING. APCH HAD ASKED US FOR THE WINDS AT OUR ALT TWICE AND THE OTHER ACFT N OF BDR WHAT HIS WINDS WERE, LEADING US TO BELIEVE THAT WE MAY HAVE BEEN TOO SLOW TO COMPLY WITH HIS DIRECTIVES -- MOST NOTABLY THE AIRSPD.

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.