Narrative:

While climbing out on the SID; the captain noted TCAS traffic to me at our 12 o'clock and about five miles. Immediately after; tower handed us off to TRACON; and issued a left turn 190 for traffic. We turned; and while turning I picked up the general aviation aircraft visually and called traffic visually to ATC. Shortly after; we were clear of traffic [and] ATC asked us to turn to a 270 heading and issued a climb. He also issued us another traffic advisory of a twin aircraft moving past our 1 o'clock toward our 3 o'clock position and behind us. He stated they would not be a conflict. We also picked up this traffic visually.we determined that our course would keep us clear of traffic conflicts and that our climb rate was more than sufficient to allow us to out climb traffic. Seconds later; however; the TCAS issued an RA to monitor vertical speed and quickly issued a 'descend' prompt. At the point that we received the RA our vertical speed rate of climb was high which caused the RA to go to a 'descend' prompt quickly. The captain immediately responded to the RA arresting the rate of climb and commencing a descent and I called the traffic out to him in sight. Seconds later; the RA resolved and we were clear of conflict. During that moment; I notified ATC that we were responding to an RA. The scenario was actually quite counter intuitive because we had traffic in sight and we had determined that our climb rate was the safest course of action; however; moments later the TCAS RA overruled our plan to remain clear and required us to take immediate action in order to comply; requiring us to arrest the climb and descend.once clear of traffic and conflict; ATC questioned if tower had advised us of traffic before issuing takeoff clearance; which tower had not. Their query was somewhat distracting as we were trying to get back into the green on the SID after responding to an RA. While we had briefed that; we would maintain 250 knots until advised by ATC; these multiple disruptions and distractions threw things off a little. After our level off at 13;000 feet and new issued higher altitude; I believe the captain selected VNAV to climb; which would normally be fine; however; at that point the aircraft accelerated to a profile airspeed faster than 250 knots. When we checked in with the next controller; he issued normal speed. Upon being issued normal speed; we both realized that we had been distracted from our previous briefing to maintain 250 until advised. ATC didn't make verbal notice of our airspeed being above 250 knots and there were no further issues.in the future when required by the SID; I will set 250 knots into the FMS climb page so that we can fly in profile at 250 knots rather than having to remember to speed intervene and set 250 knots. It works fine when things are normal; however; under these distracting scenarios it would be a more thorough practice.

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Original NASA ASRS Text

Title: B737-700 flight crew reported exceeding the SID airspeed restriction; which they attributed to distractions of two separated airborne conflicts encountered during the climb.

Narrative: While climbing out on the SID; the Captain noted TCAS traffic to me at our 12 o'clock and about five miles. Immediately after; Tower handed us off to TRACON; and issued a left turn 190 for traffic. We turned; and while turning I picked up the general aviation aircraft visually and called traffic visually to ATC. Shortly after; we were clear of traffic [and] ATC asked us to turn to a 270 heading and issued a climb. He also issued us another traffic advisory of a twin aircraft moving past our 1 o'clock toward our 3 o'clock position and behind us. He stated they would not be a conflict. We also picked up this traffic visually.We determined that our course would keep us clear of traffic conflicts and that our climb rate was more than sufficient to allow us to out climb traffic. Seconds later; however; the TCAS issued an RA to monitor vertical speed and quickly issued a 'Descend' prompt. At the point that we received the RA our Vertical Speed rate of climb was high which caused the RA to go to a 'Descend' prompt quickly. The Captain immediately responded to the RA arresting the rate of climb and commencing a descent and I called the traffic out to him in sight. Seconds later; the RA resolved and we were clear of conflict. During that moment; I notified ATC that we were responding to an RA. The scenario was actually quite counter intuitive because we had traffic in sight and we had determined that our climb rate was the safest course of action; however; moments later the TCAS RA overruled our plan to remain clear and required us to take immediate action in order to comply; requiring us to arrest the climb and descend.Once clear of traffic and conflict; ATC questioned if Tower had advised us of traffic before issuing takeoff clearance; which Tower had not. Their query was somewhat distracting as we were trying to get back into the Green on the SID after responding to an RA. While we had briefed that; we would maintain 250 knots until advised by ATC; these multiple disruptions and distractions threw things off a little. After our level off at 13;000 feet and new issued higher altitude; I believe the Captain selected VNAV to climb; which would normally be fine; however; at that point the aircraft accelerated to a profile airspeed faster than 250 knots. When we checked in with the next Controller; he issued normal speed. Upon being issued normal speed; we both realized that we had been distracted from our previous briefing to maintain 250 until advised. ATC didn't make verbal notice of our airspeed being above 250 knots and there were no further issues.In the future when required by the SID; I will set 250 knots into the FMS Climb page so that we can fly in profile at 250 knots rather than having to remember to Speed Intervene and set 250 knots. It works fine when things are normal; however; under these distracting scenarios it would be a more thorough practice.

Data retrieved from NASA's ASRS site 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.