Narrative:

Approaching lga, descent commenced on korry 1 arrival, level at 10000 ft, speed 320 KTS. Approach cleared flight to 8000 ft. Set and armed 8000 ft in digital flight guidance system. Went heads down in flight box to get something and looked back up and altitude was 9500 ft, speed still 320 KTS. Punched altitude hold, pulled throttles to idle, and activated speed brakes. When speed passed through 280 KTS, approach asked us to slow to 250 KTS. Advised we were in the slowing mode. Rest of flight uneventful. History: lga used to use the minks 2 arrival into lga. This arrival was simple cut and dried -- 2 crossing restrs. The final altitude of 11000 ft was issued by new york approach. After 11000 ft, the next instruction was 'descend to 8000 ft.' time to prepare for the speed restr at 10000 ft. Call it familiarity with the past I guess. Korry 1 arrival now utilized as the arrival into lga. 3 weeks new to lga. Now there are 6 crossing restrs of which 3 are mandatory. The other 3 are 'at or above.' sometimes after ridgy, controller will advise 'descend via the korry arrival.' you can program the FMS and mentally compute your descent for the next mandatory crossing restr at brand intersection at 11000 ft. What this does is make you cross the previous crossing restr below the requirement to cross at or above 13000 ft. So now you set/compute to cross this fix holey at 13000 ft and now have to lose 2000 ft in 6 mi in order to make the mandatory at brand. When asked to keep speed up, combined with the usual 100 KT tailwind during the winter, this is next to impossible with any smoothness for passenger comfort. 3 crossing restrs within 11 mi.

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Original NASA ASRS Text

Title: MD80 FLC EXCEEDED THE 250 KT AIRSPD BELOW 10000 FT MSL DUE TO NOT MONITORING THE ACFT'S SPD DURING DSCNT TO THE NEXT DSCNT ALT FIX.

Narrative: APCHING LGA, DSCNT COMMENCED ON KORRY 1 ARR, LEVEL AT 10000 FT, SPD 320 KTS. APCH CLRED FLT TO 8000 FT. SET AND ARMED 8000 FT IN DIGITAL FLT GUIDANCE SYS. WENT HEADS DOWN IN FLT BOX TO GET SOMETHING AND LOOKED BACK UP AND ALT WAS 9500 FT, SPD STILL 320 KTS. PUNCHED ALT HOLD, PULLED THROTTLES TO IDLE, AND ACTIVATED SPD BRAKES. WHEN SPD PASSED THROUGH 280 KTS, APCH ASKED US TO SLOW TO 250 KTS. ADVISED WE WERE IN THE SLOWING MODE. REST OF FLT UNEVENTFUL. HISTORY: LGA USED TO USE THE MINKS 2 ARR INTO LGA. THIS ARR WAS SIMPLE CUT AND DRIED -- 2 XING RESTRS. THE FINAL ALT OF 11000 FT WAS ISSUED BY NEW YORK APCH. AFTER 11000 FT, THE NEXT INSTRUCTION WAS 'DSND TO 8000 FT.' TIME TO PREPARE FOR THE SPD RESTR AT 10000 FT. CALL IT FAMILIARITY WITH THE PAST I GUESS. KORRY 1 ARR NOW UTILIZED AS THE ARR INTO LGA. 3 WKS NEW TO LGA. NOW THERE ARE 6 XING RESTRS OF WHICH 3 ARE MANDATORY. THE OTHER 3 ARE 'AT OR ABOVE.' SOMETIMES AFTER RIDGY, CTLR WILL ADVISE 'DSND VIA THE KORRY ARR.' YOU CAN PROGRAM THE FMS AND MENTALLY COMPUTE YOUR DSCNT FOR THE NEXT MANDATORY XING RESTR AT BRAND INTXN AT 11000 FT. WHAT THIS DOES IS MAKE YOU CROSS THE PREVIOUS XING RESTR BELOW THE REQUIREMENT TO CROSS AT OR ABOVE 13000 FT. SO NOW YOU SET/COMPUTE TO CROSS THIS FIX HOLEY AT 13000 FT AND NOW HAVE TO LOSE 2000 FT IN 6 MI IN ORDER TO MAKE THE MANDATORY AT BRAND. WHEN ASKED TO KEEP SPD UP, COMBINED WITH THE USUAL 100 KT TAILWIND DURING THE WINTER, THIS IS NEXT TO IMPOSSIBLE WITH ANY SMOOTHNESS FOR PAX COMFORT. 3 XING RESTRS WITHIN 11 MI.

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.