Narrative:

On this particular flight we were assigned the korry 4 arrival which has a bottom altitude of 10;000 feet. A few minutes after arriving we were vectored off the arrival and direct lga. Still being at 10;000 we were at 300 knots which is not an uncommon request by the ny TRACON controllers. Shortly after; we were given a descent from 10;000 feet to 8;000 feet. As the pilot flying; I adjusted the altitude pre-select to 8;000 feet; but failed to recognize we were still at 300 knots and in manual speeds as to override the FMS automatic speed reduction.around the 9;400 foot mark; I noticed the speed barber poll getting closer to my target speed as I was in fpa mode (flight path angle). At this time I immediately used the tcs button (touch control steering) to override the autopilot to arrest the speed increase now at 5 knots faster than set and observed that I had not selected FMS speeds and accomplished the speed reduction prior to descending below 10;000 feet. I adjusted the flight path; retarded the throttles and engaged the spoilers to reduce my speed immediately. Once at 250 knots; I continued the descent.the cause was the extended time at 10;000 feet at 300 knot assigned with an altitude reassignment to 8;000 feet without recognizing I was still in a manual speed mode prior to descent. I feel a contributing factor was a divert from the original destination of lga to ZZZ due to an extremely intoxicated passenger who became very ill on the original leg causing us to divert. The divert consumed a great deal of energy and did increase my stress level between wanting them to get the medical assistance they required and also the delay for all the additional customers on board. Although I feel I was fit for duty upon departure from ZZZ; during our descent I was starting to feel the effects of the stress and some tiredness which I feel contributed to me improperly identifying the required speed reduction prior to descent. The following morning of the flight I was also sick and although I wouldn't have attributed it to it at the moment; I also feel coming down with a sickness my body may not have been running optimally; but I wasn't aware of it at that time. As always; do your best to be fit for duty and maintain situational awareness.

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Original NASA ASRS Text

Title: EMB-175 flight crew reported difficulty complying with ATC's speed request while meeting the altitude requirements of the KORRY4 Arrival to LGA airport.

Narrative: On this particular flight we were assigned the KORRY 4 Arrival which has a bottom altitude of 10;000 feet. A few minutes after arriving we were vectored off the arrival and direct LGA. Still being at 10;000 we were at 300 knots which is not an uncommon request by the NY TRACON controllers. Shortly after; we were given a descent from 10;000 feet to 8;000 feet. As the pilot flying; I adjusted the altitude pre-select to 8;000 feet; but failed to recognize we were still at 300 knots and in manual speeds as to override the FMS automatic speed reduction.Around the 9;400 foot mark; I noticed the speed barber poll getting closer to my target speed as I was in FPA mode (Flight Path Angle). At this time I immediately used the TCS button (Touch Control Steering) to override the autopilot to arrest the speed increase now at 5 knots faster than set and observed that I had not selected FMS speeds and accomplished the speed reduction prior to descending below 10;000 feet. I adjusted the flight path; retarded the throttles and engaged the spoilers to reduce my speed immediately. Once at 250 knots; I continued the descent.The cause was the extended time at 10;000 feet at 300 knot assigned with an altitude reassignment to 8;000 feet without recognizing I was still in a manual speed mode prior to descent. I feel a contributing factor was a divert from the original destination of LGA to ZZZ due to an extremely intoxicated passenger who became very ill on the original leg causing us to divert. The divert consumed a great deal of energy and did increase my stress level between wanting them to get the medical assistance they required and also the delay for all the additional customers on board. Although I feel I was fit for duty upon departure from ZZZ; during our descent I was starting to feel the effects of the stress and some tiredness which I feel contributed to me improperly identifying the required speed reduction prior to descent. The following morning of the flight I was also sick and although I wouldn't have attributed it to it at the moment; I also feel coming down with a sickness my body may not have been running optimally; but I wasn't aware of it at that time. As always; do your best to be fit for duty and maintain situational awareness.

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.