Date: 201207
Local time of day: 1201-1800
Location: HPN.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E N90
ATC / advisory: TRACON N90
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Distraction
Anomaly: Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: While on the BOUNO FOUR arrival into HPN; we were cleared direct to GWENY to cross at 11;000 FT. The weather radar had painted isolated rain cells at GWENY and requested deviations north of GWENY from ATC. New York Approach approved the request. When almost abeam GWENY and at approximately 11;300 FT; ATC cleared us direct to RYMES (the last fix on the BOUNO FOUR arrival). Before the First Officer went heads down to command direct RYMES; the First Officer observed the airspeed was selected magenta 245 KTS (FMS directed airspeed). Once heads down; the First Officer discovered RYMES was not on the arrival in the MCDU; to which the Captain stated he had deleted the point. The First Officer then consulted the STAR chart to confirm the spelling of the fix. The First Officer did notice the Captain commanded a shallow turn toward RYMES in order to comply with ATC's clearance. Once spelling was confirmed; the First Officer asked the Captain to confirm the waypoint and the place it should be inserted into the flight plan. Immediately after the waypoint was inserted; the First Officer heard the over speed clacker sound. The First Officer observed the airspeed was 344 KTS and was inside the maximum airspeed header. In addition; the altitude was approaching level at 4;000 FT. It was then the First Officer; noticed that the Captain was overly distracted with the waypoint fix and had failed to properly configure the autopilot. The Captain immediately pulled the speed brakes and reduced the Vertical Speed rate on the autopilot. The airspeed clacker again sounded two more times until the aircraft slowed to normal flying speed. The rest of the approach was flown without incident. Afterward; the First Officer asked the Captain what had happened on the approach. When the First Officer when heads down; the Captain stated that he observed a scud cloud deck and wanted to descend beneath it quickly. He then selected the Vertical Speed wheel on the autopilot WITHOUT selecting PROF for speed protection. Afterward; the Captain became distracted with direct to the missing waypoint; and failed to fly the aircraft. The First Officer was not aware of the autopilot changes due to preoccupation with inserting the missing waypoint and did not confirm autopilot automation changes. Once aware of the deviation; the Captain quickly took measures to restore the plane back to normal flying parameters. ATC did not inform the aircrew of the deviation. Fly the aircraft and don't get distracted. Use PROF for speed protection.




Synopsis: First Officer as pilot not flying reports exceeding Vmo below 10;000 FT while attempting to enter a missing waypoint into the FMC. The Captain had used Vertical Speed on the MCP to descend quickly below a cloud layer then became distracted by the waypoint search.