Narrative:

Originally planned and cleared for ZPLYN3 RNAV arrival (south flow); ATC began our decent to FL270; then we cleared direct niixx or quail on the BOSSS2 RNAV arrival (north flow). We were then cleared to descend via the new arrival. The direct fix and the lowered altitude restrictions shortened the route and changed the vertical profile. Originally I was profiled to make the altitude restriction at quail 250 knots FL220-170. Now ATC's late arrival change had me trying to make the BOSSS2 quail restriction of 250 knots FL190-170. As well as trying to keep up with ATC's late demands; we are trying to go over the expected runway data; only to have it change and do it all over again. All these late arrival and approach changes creates too many added demands and distractions to our already busy requirements.as we approached quail trying to make the new lower altitude window we attempted to request for speed relief. We could not ask for relief as ATC beat us to the mic inquiring about our speed as we were approaching quail. It is hard to tell what our speed was over quail as the fix drops out while approaching the fix and in the turn. My guess is we hit it between 250-270 knots and began the turn at 290 knots. We were then handed off to the next controller who took us off the RNAV arrival with vectors and altitude assignments for a visual approach to 35R. There was no traffic problem and no incidents involved with the late arrival assignment and speed deviation.ATC needs to expect these problems when they begin changing arrivals and changed restrictions last minute. Consideration must also be given to the fact that the [aircraft's] technology does not handle tight RNAV sids and stars well. More importantly are the limitations on the pilot's work load on the [aircraft]. RNAV arrivals should not be assigned unless ATC can begin the initial descent as a descend via from beginning to end without changing arrivals. If ATC can't do this; [older aircraft] pilots should announce 'unable RNAV' to avoid the added responsibilities with the added distractions and work overload.

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Original NASA ASRS Text

Title: Due to a distance-shortening vector and late change of STAR clearance; crew was above required airspeed when crossing a fix. Crew had been unable to contact ATC for speed relief due to saturated frequency. ATC provided vectors to achieve required spacing.

Narrative: Originally planned and cleared for ZPLYN3 RNAV ARRIVAL (south flow); ATC began our decent to FL270; then we cleared direct NIIXX or QUAIL on the BOSSS2 RNAV ARRIVAL (north flow). We were then cleared to descend via the new arrival. The direct fix and the lowered altitude restrictions shortened the route and changed the vertical profile. Originally I was profiled to make the altitude restriction at QUAIL 250 knots FL220-170. Now ATC's late arrival change had me trying to make the BOSSS2 QUAIL restriction of 250 knots FL190-170. As well as trying to keep up with ATC's late demands; we are trying to go over the expected runway data; only to have it change and do it all over again. All these late arrival and approach changes creates too many added demands and distractions to our already busy requirements.As we approached QUAIL trying to make the new lower altitude window we attempted to request for speed relief. We could not ask for relief as ATC beat us to the mic inquiring about our speed as we were approaching QUAIL. It is hard to tell what our speed was over QUAIL as the fix drops out while approaching the fix and in the turn. My guess is we hit it between 250-270 knots and began the turn at 290 knots. We were then handed off to the next controller who took us off the RNAV arrival with vectors and altitude assignments for a visual approach to 35R. There was no traffic problem and no incidents involved with the late arrival assignment and speed deviation.ATC needs to expect these problems when they begin changing arrivals and changed restrictions last minute. Consideration must also be given to the fact that the [aircraft's] technology does not handle tight RNAV SIDs and STARs well. More importantly are the limitations on the pilot's work load on the [aircraft]. RNAV arrivals should not be assigned unless ATC can begin the initial descent as a DESCEND VIA from beginning to end without changing arrivals. If ATC can't do this; [older aircraft] pilots should announce 'UNABLE RNAV' to avoid the added responsibilities with the added distractions and work overload.

Data retrieved from NASA's ASRS site 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.