Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Situational Awareness; Distraction; Communication Breakdown
Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Returned To Clearance
Environment - Non Weather Related; Human Factors
This incident occurred during the approach phase of the second leg of the flight.  I was the pilot flying from the right seat.  We were instructed by ATC to hold 10;000 feet and I had selected 265 knots for the speed.  When ATC gave us a lower altitude; I selected the lower altitude on the MCP and set the speed to 250 knots.  As my attention was directed to the speed window on the MCP; the Pilot Monitoring alerted me that we were descending below 10;000 feet with the speed greater than 250 knots.  I immediately selected ALT HLD and allowed the speed to slow to 250 knots before continuing the descent.  Our altitude was no lower than 9;800 above 250 knots and the speed was less than 265; but above 250 knots between 9;800 and 10;000 feet.I should have slowed the aircraft prior to the descent.  One of the contributing factors was I had been on reserve duty during the previous month and had operated only one flight during the entire month and the only other flight prior to this one was in a different variant of the aircraft. Nevertheless; I should have mitigated the lack of recency of experience in the seat by having slowed the aircraft to 250 knots while we were level at 10;000 feet as I was expecting ATC clearance for a lower altitude.  Or I should have mentally prepared to slow the aircraft prior to descending.
I was the PM for this flight. We were in the descent to ZZZ1; level flight at 10;000 feet at approximately 270 KIAS. We were given a lower altitude of 7;000 feet (I think). We did not slow the aircraft before descending. The PF put in the correct lower altitude and then selected FLCH. I immediately asked for ALT HOLD. The aircraft held level at approximately 9;800 feet to allow for slowing to 250 KIAS.I think 'get-there-itis' may have been a factor in this incident. Flying at 10;000 feet at 270 KIAS vs. 250 KIAS; when you know that a lower altitude is mere seconds away does not add much overall value to the flight. Better situational awareness to anticipate known ATC structure can add safety and professionalism to my operating climate I foster as a Captain.
Air carrier flight crew reported going over 250 knots below 10;000 feet. Pilot flying made reference to lack of flying as a contributing factor.