Air carrier large transport speed deviation below 10000'.

Attributes
ACN	138621
Time
Date	199003
Day	Fri
Local Time Of Day	1801 To 2400
Place
Locale Reference	atc facility : lrp airport : phl
State Reference	PA
Altitude	msl bound lower : 8000 msl bound upper : 11000
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : phl
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 3 Turbojet Eng
Flight Phase	cruise other descent other
Route In Use	enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : cfi pilot : flight engineer pilot : atp
Experience	flight time last 90 days : 240 flight time total : 8000 flight time type : 2500
ASRS Report	138623
Person 2
Affiliation	company : air carrier
Function	flight crew : second officer
Qualification	pilot : flight engineer pilot : cfi pilot : atp
Experience	flight time last 90 days : 200 flight time total : 4000 flight time type : 400
ASRS Report	138475
Events
Anomaly	non adherence : far other anomaly
Independent Detector	other controllera
Resolutory Action	other other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

During flight from pit to phl, after crossing the lancaster VOR at 11000', a clearance was issued by ATC to cross the bucks intersection at 8000'. During the descent a F/a came up to the cockpit and reported that a passenger appeared to be ill. As we continued our descent through 10000' I failed to slow to the 250 KT speed restriction. The aircraft was leveled off at 8000', indicating 320 KTS. We continued flying eastbound, indicating 320 KTS, and noticed traffic ahead of us at the same altitude and traveling in the same direction. Apparently this was the traffic we were to follow to phl. Because of our speed we decreased our spacing with the traffic, and at this time phl approach asked us what our speed was. The captain responded that we were doing 320 KTS. We were then told to reduce our speed to 250 KTS, at which time we all then realized that I failed to slow the 250 KT restriction under 10000'. Soon afterward the controller asked us if we knew about the mandatory speed restriction of 250 KTS below 10000'. We answered in the affirmative. There appeared to be no conflict with the traffic ahead of us. I feel that the reason that the captain, F/east and I did not catch the error was that we were all distracted with the problem in the back. I was also talking on the P/a to the passenger on this portion of the descent, which also added another distraction. I strongly believe that this is a classic example of how important it is for one person to be flying the aircraft and letting other crew members handle any existing problem that may arise. Supplemental information from acn 138475: no one made the 10000' call. We were flying a take-over large transport, which has a much smaller airspeed indicator than the company large transport's, along with almost a completely different cockpit setup. Company pilots just do not yet feel at home flying these aircraft. I should have done my work earlier (ATIS in range) and been back up front prior to 10000'.

Original NASA ASRS Text

Title: ACR LGT SPEED DEVIATION BELOW 10000'.

Narrative: DURING FLT FROM PIT TO PHL, AFTER XING THE LANCASTER VOR AT 11000', A CLRNC WAS ISSUED BY ATC TO CROSS THE BUCKS INTXN AT 8000'. DURING THE DSCNT A F/A CAME UP TO THE COCKPIT AND RPTED THAT A PAX APPEARED TO BE ILL. AS WE CONTINUED OUR DSCNT THROUGH 10000' I FAILED TO SLOW TO THE 250 KT SPD RESTRICTION. THE ACFT WAS LEVELED OFF AT 8000', INDICATING 320 KTS. WE CONTINUED FLYING EBND, INDICATING 320 KTS, AND NOTICED TFC AHEAD OF US AT THE SAME ALT AND TRAVELING IN THE SAME DIRECTION. APPARENTLY THIS WAS THE TFC WE WERE TO FOLLOW TO PHL. BECAUSE OF OUR SPD WE DECREASED OUR SPACING WITH THE TFC, AND AT THIS TIME PHL APCH ASKED US WHAT OUR SPD WAS. THE CAPT RESPONDED THAT WE WERE DOING 320 KTS. WE WERE THEN TOLD TO REDUCE OUR SPD TO 250 KTS, AT WHICH TIME WE ALL THEN REALIZED THAT I FAILED TO SLOW THE 250 KT RESTRICTION UNDER 10000'. SOON AFTERWARD THE CTLR ASKED US IF WE KNEW ABOUT THE MANDATORY SPD RESTRICTION OF 250 KTS BELOW 10000'. WE ANSWERED IN THE AFFIRMATIVE. THERE APPEARED TO BE NO CONFLICT WITH THE TFC AHEAD OF US. I FEEL THAT THE REASON THAT THE CAPT, F/E AND I DID NOT CATCH THE ERROR WAS THAT WE WERE ALL DISTRACTED WITH THE PROB IN THE BACK. I WAS ALSO TALKING ON THE P/A TO THE PAX ON THIS PORTION OF THE DSCNT, WHICH ALSO ADDED ANOTHER DISTR. I STRONGLY BELIEVE THAT THIS IS A CLASSIC EXAMPLE OF HOW IMPORTANT IT IS FOR ONE PERSON TO BE FLYING THE ACFT AND LETTING OTHER CREW MEMBERS HANDLE ANY EXISTING PROB THAT MAY ARISE. SUPPLEMENTAL INFO FROM ACN 138475: NO ONE MADE THE 10000' CALL. WE WERE FLYING A TAKE-OVER LGT, WHICH HAS A MUCH SMALLER AIRSPD INDICATOR THAN THE COMPANY LGT'S, ALONG WITH ALMOST A COMPLETELY DIFFERENT COCKPIT SETUP. COMPANY PLTS JUST DO NOT YET FEEL AT HOME FLYING THESE ACFT. I SHOULD HAVE DONE MY WORK EARLIER (ATIS IN RANGE) AND BEEN BACK UP FRONT PRIOR TO 10000'.

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.