B757-200
Flight Crew Air Transport Pilot (ATP)
Time Pressure; Workload; Situational Awareness; Human-Machine Interface
Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Aircraft; Human Factors; Procedure
We were cleared for takeoff then given a lower altitude of 3;000 feet for departure for an aircraft departing another runway. We did a FLCH takeoff at the level off we went through 3;000 feet to 3;200 feet briefly and corrected immediately to 3;000 feet. On the level off the auto-throttles failed to adjust power to maintain 250 knots and we accelerated to 270 knots before a pilot correction was made. We only had 7000 lbs. [payload] so the aircraft performance was much better than normal. I believe the aircraft went into alt capture before we could engage FLCH mode. Light weight led to increased performance and the automation not being able to keep up with the aircraft. Also low altitude level offs could be avoided for transport aircraft. A technique could also to be used to not use auto-throttles for low altitude level offs.
We were cleared for takeoff after a regional jet was cleared for takeoff on a crossing runway and had just departed. I told the First Officer (FO) that we would now do a FLCH takeoff as per training procedures as the field elevation was 1280 ft. and we would only be climbing to roughly 1700 ft. AGL. The HUD was in use and I was following its guidance. FLCH takeoff callouts were made and the FO engaged FLCH and set the airspeed appropriately. I happened to look since this is not a procedure that I need to use often. I went back to the HUD and noticed that we had climbed to approximately 3240 ft. and the airspeed was accelerating. I lowered the nose and the airspeed went to about 270 knots. I then disconnected the auto-throttles while leveling off at 3000 ft. and reducing airspeed. The late restriction given by tower immediately prior to beginning takeoff role left no time for thought. Also; I believe that the HUD monochrome display vs. the 'color-coded' PFD (Primary Flight Display) is very difficult to discern abnormalities. I did not remember seeing the airspeed bug in the HUD display move to the selected airspeeds as they were called for during the takeoff procedure. The field of vision; although closer; is wider in the HUD vs. looking at the PFD and I tend to move my head more looking at the HUD while trying to see all the information. Then; once you move your head; you have to 're- align' your head each time to get the sight picture back. ...in the future I will NOT use the HUD for low altitude FLCH takeoffs.
Originally cleared runway heading to 5;000 ft. from the approximately 1;300 ft. high runway; the lightly loaded B757-200 was cleared for takeoff and directed to maintain 3;000 ft. for traffic departing a crossing runway. The rapid climb rate outpaced the flight crew's programming and exceeded the pilot flying's (PF) HUD comfort level. In effect; they climbed beyond their cleared altitude and exceeded 250 knots before disconnecting the auto-throttles and recovering to their cleared state.