B757-200
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Human-Machine Interface; Distraction; Communication Breakdown
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented
Chart Or Publication; Human Factors; Procedure
After being cleared to descend via the FNCHR RNAV STAR to ARG on descent into Memphis we were vectored off the arrival for spacing several times. The arrival had been briefed and all constraints had been verified in the FMS. We were then cleared direct to FNCHR and; once again; to descend via the FNCHR arrival. What I didn't notice was the speed constraint of 290 KTS at ARG had dropped out of the FMS after being cleared to FNCHR. The FMS conducted an econ descent. I was distracted by the frequency change to MEM Approach and I told the pilot flying to start slowing to 290 KTS late. By the time we were established on the arrival at FNCHR we were at 300 KTS. Just prior to FNCHR we were asked what our speed was. We replied with our speed and we were recleared via the FNCHR arrival. For the rest of the arrival all constraints were complied with and [we made] an uneventful landing.As the pilot not flying and PIC I should not have let the distractions take me away from my not flying duties which led to the late speed reduction on the arrival. I need to insure better situational awareness and experience now to verify constraints after new clearances to rejoin an arrival have been received.
When; following spacing victors; the flight crew of a B757-200 was re-cleared direct to FNCHR and to descend via the FNCHR RNAV STAR the flight crew failed to note a speed restriction previously programmed at ARG on the STAR was no longer an active part of their new clearance. As a result they failed to cross FNCHR at the charted 290 KTS.