A CL300 reached about 275 KTS during a level off at about 5;000 ft on a SID; the pilot was new to th...

Narrative:

During our climb out from runway 30; we received vectors 20 degrees left from our initial heading of 301 degrees due to another aircraft not answering radio transmissions. Just prior to the new vector; we had also been cleared to an altitude higher than the departure procedure's initial 3;000 ft. During this climb and the vectors; we entered intermittent IMC conditions. This report is due to the fact that as the flying pilot; I allowed the aircraft to reach a speed of 270-280 KTS below 10;000 for approximately 1 minute. I realized this through a visual scan of my instruments; it was not brought to my attention otherwise. Although I am not attempting to excuse my lack of full situational awareness for this; I will explain what I believe were contributing factors: the CL300 does not have autothrottles. I have not flown an aircraft without auto throttles for 15+ years. The aircraft also has issues with the flch mode 'porpoising' the aircraft; so our company has its pilots take off in flch; but prefers us to switch to vs mode as soon as practical. With the newness to the aircraft; and my past experiences of taking off with autothrottles in either flch and/or VNAV modes; I did not appreciate that my v-bars had a significant lag when switching from flch pitch mode to my newly set 3;000 FPM vs setting. By following the v-bars and paying more attention to my new heading and looking out for the other aircraft while in an out of IMC conditions; I did not anticipate how much I needed to pull back the throttles in order to not surpass my required 250 KT speed below 10;000 ft.this made a significant impact on me; as I always aspire to be a safe; fully aware pilot at all times! As for myself; this is being corrected by continuing to gain more flight time in the CL300 and studying the manuals; paying particular attention to what I can expect to see on the primary flight display in various flight modes as well as gain knowledge as to the various power settings the throttles require in a variety of operational situations. As for other pilots to learn from my mistake: the FAA should continue to stress that pilots still need to hand fly their aircraft when it is operationally feasible and not get too reliant on technology.

Original NASA ASRS Text

Title: A CL300 reached about 275 KTS during a level off at about 5;000 FT on a SID; the pilot was new to this aircraft and the transition from FLCH to VS caused lag in the Flight Director command bars.

Narrative: During our climb out from Runway 30; we received vectors 20 degrees left from our initial heading of 301 degrees due to another aircraft not answering radio transmissions. Just prior to the new vector; we had also been cleared to an altitude higher than the departure procedure's initial 3;000 FT. During this climb and the vectors; we entered intermittent IMC conditions. This report is due to the fact that as the flying pilot; I allowed the aircraft to reach a speed of 270-280 KTS below 10;000 for approximately 1 minute. I realized this through a visual scan of my instruments; it was not brought to my attention otherwise. Although I am not attempting to excuse my lack of full situational awareness for this; I will explain what I believe were contributing factors: The CL300 does not have autothrottles. I have not flown an aircraft without auto throttles for 15+ years. The aircraft also has issues with the FLCH mode 'porpoising' the aircraft; so our company has its pilots take off in FLCH; but prefers us to switch to VS mode as soon as practical. With the newness to the aircraft; and my past experiences of taking off with autothrottles in either FLCH and/or VNAV modes; I did not appreciate that my V-bars had a significant lag when switching from FLCH pitch mode to my newly set 3;000 FPM VS setting. By following the V-bars and paying more attention to my new heading and looking out for the other aircraft while in an out of IMC conditions; I did not anticipate how much I needed to pull back the throttles in order to not surpass my required 250 KT speed below 10;000 FT.This made a significant impact on me; as I always aspire to be a safe; fully aware pilot at all times! As for myself; this is being corrected by continuing to gain more flight time in the CL300 and studying the manuals; paying particular attention to what I can expect to see on the Primary Flight Display in various flight modes as well as gain knowledge as to the various power settings the throttles require in a variety of operational situations. As for other pilots to learn from my mistake: the FAA should continue to stress that pilots still need to hand fly their aircraft when it is operationally feasible and not get too reliant on technology.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

Attributes
ACN	1123869
Time
Date	201310
Local Time Of Day	1201-1800
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	Mixed
Light	Daylight
Aircraft 1
Make Model Name	Challenger 300
Operating Under FAR Part	Part 91
Flight Phase	Initial Climb
Route In Use	Vectors
Flight Plan	IFR
Component
Aircraft Component	Autothrottle/Speed Control
Person 1
Function	First Officer Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine Flight Crew Instrument Flight Crew Flight Instructor
Experience	Flight Crew Last 90 Days 43 Flight Crew Total 9900
Events
Anomaly	Aircraft Equipment Problem Less Severe Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy Deviation - Speed All Types

A CL300 reached about 275 KTS during a level off at about 5;000 ft on a SID; the pilot was new to this aircraft and the transition from flch to vs caused lag in the flight director command bars.