Narrative:

Events -- on DEEDS1 arrival to mia approach control issued 'direct deeds' then 'direct sscot' and then 'proceed direct krome and expect llz 8L.' passing 13000 ft we got busy pulling out the new approach plate (we had expected the ILS runway 8R); setting up the FMS; and briefing. Captain mentioned we were going below 10000 ft now and since I was PF I should stay heads-up and fly; she would set up the new approach. I went heads-up and looked out for the field. She began loading the FMS and tuning the localizer. A little later the captain said; 'hey; we should be below 250 below 10000; get it slowed up.' I realized the FMS had dropped the 250 KTS at 10000 ft restr when we eliminated the associated point. We were still at 300+ KTS. I came out of profile (most automated mode) and selected level change. The initial result was the aircraft held its speed but increased its rate of descent. I then rolled the speed select back to 250 KTS. The captain looked up; looked at me; and said 'you should use altitude hold if necessary.' I reached up to select 'altitude hold' but the aircraft began leveling off and slowing. We were above 250 KTS for several thousand ft. A gross speed limit bust. The controller said nothing about speed control. Contributing factors -- fatigue was an issue. We were on the end of an all night; 2 leg; transcontinental flight. We were delayed going into ZZZ for thunderstorms; and then had to dodge them on the way out too. We had an expectation bias to fly a different approach. I was distraction by the runway change. I was slow to get out of the automated modes and to manually control the aircraft and slow to 250 KTS. After recovery I also hand flew the visual approach to runway 8L but as PF should not have set speed and runway heading on the fcp as those are pm duties. All this was debriefed with the captain.

Related reports:

Google
 

Original NASA ASRS Text

Title: AN ACR FLT CREW PROGRAMMING FOR A LATE RWY CHANGE TO MIA DSNDED BELOW 10000 FT AT 300 KTS. FATIGUE WAS AN ISSUE.

Narrative: EVENTS -- ON DEEDS1 ARR TO MIA APCH CTL ISSUED 'DIRECT DEEDS' THEN 'DIRECT SSCOT' AND THEN 'PROCEED DIRECT KROME AND EXPECT LLZ 8L.' PASSING 13000 FT WE GOT BUSY PULLING OUT THE NEW APCH PLATE (WE HAD EXPECTED THE ILS RWY 8R); SETTING UP THE FMS; AND BRIEFING. CAPT MENTIONED WE WERE GOING BELOW 10000 FT NOW AND SINCE I WAS PF I SHOULD STAY HEADS-UP AND FLY; SHE WOULD SET UP THE NEW APCH. I WENT HEADS-UP AND LOOKED OUT FOR THE FIELD. SHE BEGAN LOADING THE FMS AND TUNING THE LOC. A LITTLE LATER THE CAPT SAID; 'HEY; WE SHOULD BE BELOW 250 BELOW 10000; GET IT SLOWED UP.' I REALIZED THE FMS HAD DROPPED THE 250 KTS AT 10000 FT RESTR WHEN WE ELIMINATED THE ASSOCIATED POINT. WE WERE STILL AT 300+ KTS. I CAME OUT OF PROFILE (MOST AUTOMATED MODE) AND SELECTED LEVEL CHANGE. THE INITIAL RESULT WAS THE ACFT HELD ITS SPD BUT INCREASED ITS RATE OF DSCNT. I THEN ROLLED THE SPD SELECT BACK TO 250 KTS. THE CAPT LOOKED UP; LOOKED AT ME; AND SAID 'YOU SHOULD USE ALT HOLD IF NECESSARY.' I REACHED UP TO SELECT 'ALT HOLD' BUT THE ACFT BEGAN LEVELING OFF AND SLOWING. WE WERE ABOVE 250 KTS FOR SEVERAL THOUSAND FT. A GROSS SPD LIMIT BUST. THE CTLR SAID NOTHING ABOUT SPD CTL. CONTRIBUTING FACTORS -- FATIGUE WAS AN ISSUE. WE WERE ON THE END OF AN ALL NIGHT; 2 LEG; TRANSCONTINENTAL FLT. WE WERE DELAYED GOING INTO ZZZ FOR TSTMS; AND THEN HAD TO DODGE THEM ON THE WAY OUT TOO. WE HAD AN EXPECTATION BIAS TO FLY A DIFFERENT APCH. I WAS DISTR BY THE RWY CHANGE. I WAS SLOW TO GET OUT OF THE AUTOMATED MODES AND TO MANUALLY CTL THE ACFT AND SLOW TO 250 KTS. AFTER RECOVERY I ALSO HAND FLEW THE VISUAL APCH TO RWY 8L BUT AS PF SHOULD NOT HAVE SET SPD AND RWY HDG ON THE FCP AS THOSE ARE PM DUTIES. ALL THIS WAS DEBRIEFED WITH THE CAPT.

Data retrieved from NASA's ASRS site as of January 2009 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.