Narrative:

Exceeded 200 knots below the floor of the mem class B airspace. As we approached bluzz; on the BLUZZ2 arrival (landing south); memphis approach control cleared us direct covim for the ILS 27; descend to 4;000 feet and maintain 250 knots. When we were approximately 32 NM from mem; memphis approach cleared us to descend to 3;000 feet. Seeing that we were approaching the outer boundary of the mem class B and were directed to descend below the floor; I directed the first officer (pilot flying) to slow to 200 knots for the class B; and notified memphis approach that we were slowing. Our latest direction from memphis approach was still 250 knots at that time. Unfortunately; we were unable to slow to 200 knots; as we reached the outer boundary (mem 30 DME) of the mem class B; in a descent from 4;000 feet to 3;000 feet. When we were approximately 28 NM from mem; memphis approach directed us to maintain 190 knots; but by that time we were already below the class B at a speed above 200 knots. We exceeded 200 knots below the class B for approximately 1 minute; with a max speed approximately 235 knots. Memphis approach made no mention of our speed in relation to the class B airspace throughout this event. When memphis approach handed us off to memphis tower; I asked if we had any issues with the class B. Memphis approach stated that they did not.two factors caused this event. First; we did not anticipate memphis approach control providing us speed directives that were in excess of legal constraints. Second; although we recognized that we were about to be directed below the class B in excess of 200 knots; we did not recognize it early enough to effectively communicate; and correct; the situation.greater crew situation awareness and sensitivity to airspace restrictions. In the future; I will use the FMS capability to draw airspace lateral limits on the aircraft navigation displays for arrival into all airports with adjacent class B and D speed restrictions. I will also brief those lateral and vertical constraints with my first officer.

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Original NASA ASRS Text

Title: B757 flight crew reported exceeding 200 knots below Class B airspace.

Narrative: Exceeded 200 knots below the floor of the MEM Class B airspace. As we approached BLUZZ; on the BLUZZ2 Arrival (landing South); Memphis Approach Control cleared us direct COVIM for the ILS 27; descend to 4;000 feet and maintain 250 Knots. When we were approximately 32 NM from MEM; Memphis Approach cleared us to descend to 3;000 feet. Seeing that we were approaching the outer boundary of the MEM Class B and were directed to descend below the floor; I directed the FO (Pilot Flying) to slow to 200 knots for the Class B; and notified Memphis Approach that we were slowing. Our latest direction from Memphis Approach was still 250 knots at that time. Unfortunately; we were unable to slow to 200 knots; as we reached the outer boundary (MEM 30 DME) of the MEM Class B; in a descent from 4;000 feet to 3;000 feet. When we were approximately 28 NM from MEM; Memphis Approach directed us to maintain 190 knots; but by that time we were already below the Class B at a speed above 200 knots. We exceeded 200 knots below the Class B for approximately 1 minute; with a max speed approximately 235 knots. Memphis Approach made no mention of our speed in relation to the Class B airspace throughout this event. When Memphis Approach handed us off to Memphis Tower; I asked if we had any issues with the Class B. Memphis Approach stated that they did not.Two factors caused this event. First; we did not anticipate Memphis Approach Control providing us speed directives that were in excess of legal constraints. Second; although we recognized that we were about to be directed below the Class B in excess of 200 knots; we did not recognize it early enough to effectively communicate; and correct; the situation.Greater crew situation awareness and sensitivity to airspace restrictions. In the future; I will use the FMS capability to draw airspace lateral limits on the aircraft navigation displays for arrival into all airports with adjacent Class B and D speed restrictions. I will also brief those lateral and vertical constraints with my FO.

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.