Narrative:

On the airport operating information page for mmgl there is a speed restriction of 250 KIAS until reaching 15;000 feet within 30NM of the airfield. During our preflight preparation the captain; pilot flying; tried to insert a climb restriction of 250 KIAS to 15;000 feet into the FMC. We had discussed that you could not put the restriction in the FMC until after the performance information was imputed. I saw the captain input the restriction but never went back in to verify it. On takeoff the captain hooked up the automation at five hundred feet thinking that all restrictions would be met. To further complicate the issue; departure control gave us a new clearance at 800 feet AGL. The new clearance was to make a left turn at 9;000 feet back to gdl VOR and join the airway to goyas. I as pilot monitoring put the new clearance into the FMC and apparently the captain was watching what I was doing instead flying the aircraft. By the time I was done programming the FMS and looked up to check where we were accelerating above 300 KIAS at almost 13;000 feet we immediately pulled speed at 250KIAS. Departure control never said anything about the speed to us and passed us off to center. We should fly the airplane as the fom states. The pilot flying should fly the airplane and the pilot monitoring should monitor. If the captain is uncomfortable he should hand the aircraft to the pilot not flying and take over the pilot monitoring duties so that the airplane is always under positive control.

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Original NASA ASRS Text

Title: After departing MMGL; ATC issued a vector heading for a turn over the GDL VORTAC which the First Officer entered in the FMC inadvertently deleting the 250 KTS restriction so that the distracted Captain exceeded the SID mandated speed constraint.

Narrative: On the Airport Operating Information page for MMGL there is a speed restriction of 250 KIAS until reaching 15;000 feet within 30NM of the airfield. During our preflight preparation the Captain; pilot flying; tried to insert a climb restriction of 250 KIAS to 15;000 feet into the FMC. We had discussed that you could not put the restriction in the FMC until after the performance information was imputed. I saw the Captain input the restriction but never went back in to verify it. On takeoff the Captain hooked up the automation at five hundred feet thinking that all restrictions would be met. To further complicate the issue; Departure Control gave us a new clearance at 800 feet AGL. The new clearance was to make a left turn at 9;000 feet back to GDL VOR and join the airway to Goyas. I as pilot monitoring put the new clearance into the FMC and apparently the Captain was watching what I was doing instead flying the aircraft. By the time I was done programming the FMS and looked up to check where we were accelerating above 300 KIAS at almost 13;000 feet we immediately pulled speed at 250KIAS. Departure Control never said anything about the speed to us and passed us off to Center. We should fly the airplane as the FOM states. The pilot flying should fly the airplane and the pilot monitoring should monitor. If the Captain is uncomfortable he should hand the aircraft to the pilot not flying and take over the pilot monitoring duties so that the airplane is always under positive control.

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.