Narrative:

I am a restr captain, therefore I must make all takeoff and lndgs. After takeoff, I gave the aircraft to the copilot. A new hire with approximately 100 hours in the aircraft. Departed on runway 31L at jfk. Breezy point climb was set up. After 4000 ft, departure started to vector us for spacing with a leveloff at 5000 ft. The MD80 autoplt is difficult for a new pilot in my opinion when things do not go as planned with the leveloff and heading changes. The copilot was having difficulty running the command knobs and disconnected the autoplt, but not the autothrottles. As he started to level off at 5000 ft and the autothrottles still at climb EPR the airspeed went slightly above 250 KTS up to 260 KTS. I told him to watch the airspeed and selected speed command which was selected to 250 KTS. He leveled the aircraft and everything was all right after that. The only problem was that the airspeed excursion may or may not have been noticed by the FAA FSDO inspector on the jump seat. He made no mention of the excursion after the brakes were parked in stl. He was more taken aback by the pace of the approachs into stl with the lda and ILS's. He was surprised by the vectoring and visual idents required at night with marginal visibilities. I have never been a big fan of the lack of ergonomics incorporated in the MD80 autoplt. It is very management intensive. I believe this is an autoplt that takes a long time to feel comfortable with, especially in unusual circumstances. I have over 4000 hours on the DC9 600 hours in the MD80 and 85 hours as captain. I believe that my backgnd prevented a massive overspd given the conditions.

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Original NASA ASRS Text

Title: MD80 MOMENTARILY EXCEEDS AIRSPD OF 250 KIAS BELOW 10000 FT DEPARTING JFK.

Narrative: I AM A RESTR CAPT, THEREFORE I MUST MAKE ALL TKOF AND LNDGS. AFTER TKOF, I GAVE THE ACFT TO THE COPLT. A NEW HIRE WITH APPROX 100 HRS IN THE ACFT. DEPARTED ON RWY 31L AT JFK. BREEZY POINT CLB WAS SET UP. AFTER 4000 FT, DEP STARTED TO VECTOR US FOR SPACING WITH A LEVELOFF AT 5000 FT. THE MD80 AUTOPLT IS DIFFICULT FOR A NEW PLT IN MY OPINION WHEN THINGS DO NOT GO AS PLANNED WITH THE LEVELOFF AND HDG CHANGES. THE COPLT WAS HAVING DIFFICULTY RUNNING THE COMMAND KNOBS AND DISCONNECTED THE AUTOPLT, BUT NOT THE AUTOTHROTTLES. AS HE STARTED TO LEVEL OFF AT 5000 FT AND THE AUTOTHROTTLES STILL AT CLB EPR THE AIRSPD WENT SLIGHTLY ABOVE 250 KTS UP TO 260 KTS. I TOLD HIM TO WATCH THE AIRSPD AND SELECTED SPD COMMAND WHICH WAS SELECTED TO 250 KTS. HE LEVELED THE ACFT AND EVERYTHING WAS ALL RIGHT AFTER THAT. THE ONLY PROB WAS THAT THE AIRSPD EXCURSION MAY OR MAY NOT HAVE BEEN NOTICED BY THE FAA FSDO INSPECTOR ON THE JUMP SEAT. HE MADE NO MENTION OF THE EXCURSION AFTER THE BRAKES WERE PARKED IN STL. HE WAS MORE TAKEN ABACK BY THE PACE OF THE APCHS INTO STL WITH THE LDA AND ILS'S. HE WAS SURPRISED BY THE VECTORING AND VISUAL IDENTS REQUIRED AT NIGHT WITH MARGINAL VISIBILITIES. I HAVE NEVER BEEN A BIG FAN OF THE LACK OF ERGONOMICS INCORPORATED IN THE MD80 AUTOPLT. IT IS VERY MGMNT INTENSIVE. I BELIEVE THIS IS AN AUTOPLT THAT TAKES A LONG TIME TO FEEL COMFORTABLE WITH, ESPECIALLY IN UNUSUAL CIRCUMSTANCES. I HAVE OVER 4000 HRS ON THE DC9 600 HRS IN THE MD80 AND 85 HRS AS CAPT. I BELIEVE THAT MY BACKGND PREVENTED A MASSIVE OVERSPD GIVEN THE CONDITIONS.

Data retrieved from NASA's ASRS site as of July 2007 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.