B757-200
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 110; Flight Crew Total 12064; Flight Crew Type 8064
Human-Machine Interface; Time Pressure; Workload
Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Human Factors
I exceeded 250 kts below 10;000 feet on departure. This was the third leg of a 3-leg duty period. This flight was my first flight on the line in an LDS (Large Display System) aircraft. For our departure clearance; we were assigned runway heading to 4;000 feet. I was the Pilot Flying. On departure; HDG Select and VNAV were selected. After VNAV was selected; the autopilot was engaged. I called for Flap 1; Flaps Up. Going through about 2;500 feet; I noted that the aircraft got an altitude capture. As we approached the 4;000 feet level off altitude; ATC gave us a clearance to climb to 10;000 feet. We reconfirmed with ATC that the cleared altitude was 10;000 feet. After dealing with this distraction; my attention came back to the LDS Primary Flight Display. At this point; I realized that the aircraft was accelerating above 250 kts at 4;000 feet. I had no time to analyze why the aircraft was accelerating. I just had to react. By the time I reacted; I saw the aircraft accelerating towards 300 kts. I bugged the speed back below 250 kts. I knew that I had to also comply with the new altitude clearance; so I selected FLCH initially and set 250 kts. in the speed window; quickly correcting back to 250 kts; and climbing to 10;000 feet. ATC said nothing about our airspeed deviation. I did not exceed any flap or aircraft speed limits. I think the major contributor to this incident was this being my first flight in an LDS aircraft. My instrument scan was not as fast as on the classic displays and I let a few external distractions that normally wouldn't be a problem; keep me from flying the aircraft.
Exceedance of 250 kts below 10;000 feet on initial climbout. The Captain was the Pilot Flying and I; the First Officer; was the Pilot Monitoring. We flew a total of three flight segments together that morning. The first two segments were in the CFD (Classic Flight Display) system 757s and the third segment was in the LDS (Large Display System). We were flying radar vectors on initial climbout; runway heading; climbing to our initial cleared altitude of 4;000 feet when the following events occurred in rapid progression: ATC cleared us higher to 10;000 feet of which we had to re-verify due to not hearing the clearance properly (distraction); the aircraft got a low altitude capture while we were cleaning-up aircraft from the initial climbout phase (distraction); and as a note this was the Captain's first actual flight in an LDS aircraft. While climbing out of 4;000 feet for 10;000 feet we were slow to recognize our airspeed increasing above 250 kts. The max airspeed was approximately 300 kts (upon recognition). Upon realizing we were too fast; the Captain took immediate corrective actions to adjust aircraft airspeed back to 250 kts. The Captain selected Flight Level Change and dialed in 250 kts in the MCP airspeed window. I confirmed the FMA and airspeed correction. After returning the aircraft to the normal speed climbout profile; we then verified the aircraft's FMS VNAV climb page information. This information was set correctly for a NADP II climbout profile. When the exceedance occurred; I was monitoring other systems and completing the After Takeoff checklist. My airspeed monitoring mistakenly got out of my cross-check for a moment due to being distracted with lesser flight priorities/tasks. Of further note; ATC never said anything to us concerning exceeding 250 kts. The aircraft was already clean when we exceeded 250 kts and we didn't create a traffic conflict. The rest of our flight went uneventful.
B757-200 flight crew reported unfamiliarity with new cockpit display; resulting in the aircraft exceeding 250 kts below 10;000 feet.