AIR TAXI FAILS TO MAKE XING ALT AND SPD RESTR.

Narrative

APPROX 40 MI NE BAL ON V278 RECEIVED CLRNC TO CROSS 15 MI NE BAL VOR AT 12000 FT AND 250 KTS. WE WERE AT FL220 WITH FO FLYING; AIRSPD 350 KTS. I TOLD FO TO START DSNDING IMMEDIATELY. I THEN SWITCHED MY COM TO DCA ATIS; AND DIVERTED MY ATTN TO THAT. BECAUSE OF LOUD AMBIENT CABIN NOISE AND STATIC; HAD TO LISTEN 3 TIMES TO ATIS. AFTER COPYING ATIS; I NOTICED THAT THE FO WAS NOT DSNDING RAPIDLY ENOUGH; HIS AIRSPD WAS TOO HIGH; AND THRUST LEVERS WERE NOT AT IDLE. IT BECAME APPARENT THAT WE WOULD NEED SPOILERS TO MAKE XING RESTR AT 250 KTS. I TOLD FO TO BRING PWR TO IDLE; AND HURRY DOWN. I THEN TURNED AROUND TO MAKE SURE OUR 1 PAX WAS SECURELY BUCKLED IN; AND TO WARN HIM THAT WE WERE ABOUT TO COMMENCE A RAPID; SPOILER ASSISTED DSCNT. WHEN I FINISHED WARNING PAX; I TURNED AROUND TO SEE THAT THE FO HAD NOT REDUCED PWR. I TOLD HIM TO PWR BACK TO IDLE; AND DEPLOY SPOILERS; WHICH HE DID. WE CROSSED 15 MI NE BAL (THE RESTR) AT ABOUT 13200 FT AND 208 KTS. ADDITIONALLY; WHEN THE CTR CTLR CONFRONTED US AT 14 MI NE BAL; HE ASKED US WHY WE DIDN'T CROSS 20 MI NE BAL AT 12000 FT. I REPLIED THAT WE UNDERSTOOD THAT THE CLRNC WAS 15 MI NE BAL AT 12000 FT; AND THAT WE HAD READ BACK 15 MI NE BAL AT 12000 FT AND 250 KTS WHEN WE INITIALLY RECEIVED CLRNC. CONTRIBUTING FACTORS: 1) SHOULD HAVE GOTTEN DCA (DEST) ATIS SOONER. 2) SHOULD HAVE COMMENCED DSCNT MORE AGGRESSIVELY. 3) COPLT ONLY HAD APPROX 40 HRS TURBOJET EXPERIENCE. 4) I DON'T KNOW IF IN FACT WE READ BACK CLRNC INCORRECTLY; BUT IF WE DID; CTLR DID NOT CORRECT OUR MISTAKE. 5) I GAVE FO TOO MUCH AUTH. HE AND I FLEW A LOT TOGETHER IN TURBOPROPS; WHERE HE PROVED TO BE AN EXCELLENT PLT; BUT IN A JET HE WAS NOT UP TO SPD; WHICH I DID NOT ANTICIPATE. 6) LEAR JET COCKPIT IS LOUD AT LOWER ALTS BECAUSE OF WIND NOISE; SHOULD HAVE TURNED HEADSET VOLUME VERY LOUD TO UNDERSTAND ATIS FIRST TIME. 7) WE WERE BOTH TIRED. DAY BEFORE UP AT EARLY MORNING (BOTH OF US). 14 HR DUTY DAY. THIS DAY UP AT EARLY MORNING; TOO.