Commercial Fixed Wing
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Training / Qualification; Situational Awareness; Human-Machine Interface; Workload
Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented; Flight Crew Returned To Gate
Human Factors; Weather
On the ZZZZZ6 we were told to level at 7;000 feet for traffic. This was my 3rd trip on IOE and was practicing hand flying the departure. It was turbulent and we were in and out of IMC. Since we were extremely light due to light loads we were climbing at an extremely fast vertical speed. Passing through 6;000 I announced that I was going to use TCS to reduce the rate of climb to about 1;000 since there was traffic above and I wanted to avoid a RA. I corrected the VS to about 1;000 ft/min. I was not quick enough to override and reduce the autothrottles to avoid increasing airspeed. The airspeed quickly and momentarily increased to 270 knots as we were leveling at 7;000 feet. I reduced the autothrottles too late and while reducing them altitude deviated by 140 feet high. Both deviations were short and immediately corrected. Nothing was mentioned by ATC. We were later given higher once the traffic passed. The combination of hand flying in turbulent conditions in IMC and leveling at a low altitude with light loads was a recipe for distraction and error to occur. I could have eliminated some of these variables by engaging autopilot earlier or reducing autothrottles quicker. The CA and I debriefed and talked through what led to the event and how to prevent it in the future.I learned that when possible reduce extra variables that could lead to an error. I am new to flying with the company and new procedures; was hand flying in turbulent conditions and IMC; light loads with good performance; and was given a low level off. That is a lot of variables at once and the ones that I could control are the earlier use of automation to help alleviation some of the task saturation. Hand flying in turbulent conditions and maintaining altitude can be difficult and the autopilot can alleviate and sometimes do a better job to avoid deviations. Additionally I learned not to lag on overriding the autothrottles when using in FLCH mode. From this experience I feel that I can better identify and evaluate a handful of risks in a certain situation and will take prompt action to reduce these risks in a timely manner. The CA and I had a productive debrief and agreed on what variables led to the deviation and how to prevent in the future.
Upon departure we exceeded the 250 knot speed limit in class B while leveling off. We sped to 265 knots for about 15 seconds while leveling off at 7000 feet.  Aircraft was very light and a great deal of convective weather in our vicinity.This was a training flight with a new first officer who was hand flying the departure. The rapid climb rate and early level off instructions caught the First Officer off guard. The First Officer recognized the issue and overrode the auto throttles to get the aircraft slowed to 250 knots.
Air Carrier flight crew reported an airspeed and altitude deviation due to weather; hand flying and having an aircraft with a light passenger load.