Date: 201301
Local time of day: 1801-2400
Location: MMGL.TRACON, FO
Flight conditions: VMC
Light: Night
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb; Initial Climb
ATC / advisory: TRACON MMGL
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness; Human-Machine Interface
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On the Airport Operating Information page for MMGL there is a speed restriction of 250 KIAS until reaching 15;000 feet within 30NM of the airfield. During our preflight preparation the Captain; pilot flying; tried to insert a climb restriction of 250 KIAS to 15;000 feet into the FMC. We had discussed that you could not put the restriction in the FMC until after the performance information was imputed. I saw the Captain input the restriction but never went back in to verify it. On takeoff the Captain hooked up the automation at five hundred feet thinking that all restrictions would be met. To further complicate the issue; Departure Control gave us a new clearance at 800 feet AGL. The new clearance was to make a left turn at 9;000 feet back to GDL VOR and join the airway to Goyas. I as pilot monitoring put the new clearance into the FMC and apparently the Captain was watching what I was doing instead flying the aircraft. By the time I was done programming the FMS and looked up to check where we were accelerating above 300 KIAS at almost 13;000 feet we immediately pulled speed at 250KIAS. Departure Control never said anything about the speed to us and passed us off to Center. We should fly the airplane as the FOM states. The pilot flying should fly the airplane and the pilot monitoring should monitor. If the Captain is uncomfortable he should hand the aircraft to the pilot not flying and take over the pilot monitoring duties so that the airplane is always under positive control.


Second narrative: The airport page for MMGL provides for a speed restriction of 250 below 15;000 feet within 30 miles of the airport. I programmed 250/15000 on page 2 of the flight plan page as per the airport briefing; but failed to verify the speed restriction on page 1 of the flight plan page. Subsequently on departure the aircraft accelerated to cruise speed above 10;000 feet; and we busted the speed restriction below 15;000 feet. The PM caught the speed deviation.I should have verified the speed on the flight plan string rather than assume everything was set. Also should have watched the speed on departure rather than focus so much on terrain and engine performance.


Synopsis: After departing MMGL; ATC issued a vector heading for a turn over the GDL VORTAC which the First Officer entered in the FMC inadvertently deleting the 250 KTS restriction so that the distracted Captain exceeded the SID mandated speed constraint.