Embraer Jet Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Situational Awareness; Distraction; Confusion; Workload
Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented
Human Factors; Aircraft
We departed ZZZ off of Runway X climbing up to 8;000 FT as depicted on the SID (Standard Instrument Departure); I leveled off and was maintaining about 240 KTS hand flying the aircraft. Shortly after we got a climb to 9;000 FT and instructions to intercept a course to resume the departure. I asked for the autopilot on at this time since it was high task saturation time of the flight while the Captain was entering the course into the FMS (Flight Management System) to intercept. Initially the FMS did not take the input on what the Captain asked it to do; we leveled off at 9;000ft and I got distracted trying to see what the FMS was going to do. We accelerated to 267 KTS before I realized the speed. I then reduced the power back to 245 KTS and continued the trip at 9;000 ft. ATC did not notice or call us so we just slowed down and continued on. No aircraft limitations were exceeded and no delays came from this event. When we leveled off; we were both distracted with the FMS programming how it was not doing what we wanted and had our heads down causing a distraction and allowing to airspeed to go past 250 KTS under 10;000ft. Maybe next time I should turn the autopilot on earlier in busy bravo airspace and when task saturation is high. Also if the FMS is not doing what we want; better off to just manually maneuver the aircraft to prevent distractions like this from occurring again.
FAR broken happened during an intercept between 2 points on the ZZZ2 SID. We were climbing from 8000 FT to 9000 FT which was the cruise. I was the pilot monitoring. The FO (First Officer) was flying. The autopilot was turned on just prior the climb to 9000 FT. Our clearance intercept ZZZ.ZZZZZ transition on current heading. The FO was unsure how to do such in the FMS (Flight Management System). I decided to do it for him. As I brought my head back up I realized we were accelerating to 266 KTS. I had him bring back the thrust and slowed to 240. The cause for such was because both pilots were heads down. The FO was brand new and he did not know how to set up a transition. He was curious as to how. Instead of keeping his full attention to flying; he was staring at what I was doing. Thus letting his speed get way ahead. The aircraft was not at redline/Vmo; so we were not going to get an alert. As the PM (Pilot Monitoring); I should have told him how to set it up and monitored the flight parameters. My suggestion is simply let one person do their own perspective role. If I had simply monitored and gave instructions versus setting us up; the speed wouldn't have exceeded 250. 2 pilots should never be heads down at the same time. The training department has been increasing its time in showing pilots intercepts in the FMS. I think it should continue as folks still don't know once leaving training.
Flight Crew flying EMB jet exceeded 250 kt restriction under 10;000 ft.