Narrative:

Departure runway 22L. In the climbing right turn to 100 degree heading with a light load, thus a high initial climb rate. We got 'altitude capture' prior to selecting climb power. Because of this the thrust mode stayed in erp (full climb power) during the leveloff at 3000 ft. Our airspeed reached 260 KTS before I noticed (first officer had not seen the problem). I promptly pulled the power to idle, and selected speed mode on the automatic throttles. I also told the first officer to make sure he kept the bank angle right at 30 degrees. With the high airspeed, and 50 plus KT tailwinds at 3000 ft that evening, we exceeded the 4 DME turn restriction on the departure procedure. Before I could inform the controller of our deviation, he called and gave us a continued turn to 120 degrees, informed us of the deviation, also of a possible spacing conflict with a kord departure. At no time did we receive a TCAS traffic, or RA. The flight continued to the destination without further incident. Contributing factors, PNF workload for the following reasons: rain, on the takeoff roll the aircraft flew into a rain shower, and went IMC quickly after takeoff, this focused some of my attention on the radar during the climb. Transponder, prior to handing us off to departure, the tower informed me the transponder had not been turned on prior to takeoff, thus taking a little more of my attention. Ground communication, the handoff from tower to departure usually comes about the time we are selecting climb power and retracting the flaps. The thrust mode programming for not going to speed (speed mode) when 'climb power' and 'flight level change' were selected on the thrust mode select panel and apfds (automatic pilot flight director) system. Once again this happens if altitude capture happens prior to climb power selection. Flight director programming, when a turn of more than 180 degree is dialed in the flight director on many of our older B757's, the flight director will indicate the shortest turn, not the turn in the desired direction. Thus taking a little more of my attention to slew the heading around as we turn. Wind, 50 plus KT tailwinds at 3000 ft in the initial turn. Climb checklist, running the climb checks while doing all of the above items. I have flown the B757 for 6 yrs, and have been a captain for 7 months. I was aware of all the contributing factor I listed but allowed myself to get distracted from monitoring the flight modes. Also, this was my third trip with this first officer. I knew he had been a B737 captain for another carrier. For this reason I let my guard down a little, and did not catch the at mode problem until too late to avoid the airspace deviation. Also I had considered deploying the speed brakes to slow the aircraft more rapidly and tighten the turn, but did not. Looking at this with hindsight it might have avoided the incident.

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Original NASA ASRS Text

Title: A B757 CREW, DEPARTING KMDW, OVERSHOT THE TURN RESTRICTION AND EXCEEDED 250 KTS BELOW 10000 FT.

Narrative: DEP RWY 22L. IN THE CLBING RIGHT TURN TO 100 DEG HEADING WITH A LIGHT LOAD, THUS A HIGH INITIAL CLB RATE. WE GOT 'ALT CAPTURE' PRIOR TO SELECTING CLB PWR. BECAUSE OF THIS THE THRUST MODE STAYED IN ERP (FULL CLB PWR) DURING THE LEVELOFF AT 3000 FT. OUR AIRSPEED REACHED 260 KTS BEFORE I NOTICED (FO HAD NOT SEEN THE PROB). I PROMPTLY PULLED THE PWR TO IDLE, AND SELECTED SPEED MODE ON THE AUTO THROTTLES. I ALSO TOLD THE FO TO MAKE SURE HE KEPT THE BANK ANGLE RIGHT AT 30 DEGS. WITH THE HIGH AIRSPEED, AND 50 PLUS KT TAILWINDS AT 3000 FT THAT EVENING, WE EXCEEDED THE 4 DME TURN RESTRICTION ON THE DEP PROC. BEFORE I COULD INFORM THE CTLR OF OUR DEV, HE CALLED AND GAVE US A CONTINUED TURN TO 120 DEGS, INFORMED US OF THE DEV, ALSO OF A POSSIBLE SPACING CONFLICT WITH A KORD DEP. AT NO TIME DID WE RECEIVE A TCAS TFC, OR RA. THE FLT CONTINUED TO THE DEST WITHOUT FURTHER INCIDENT. CONTRIBUTING FACTORS, PNF WORKLOAD FOR THE FOLLOWING REASONS: RAIN, ON THE TKOF ROLL THE ACFT FLEW INTO A RAIN SHOWER, AND WENT IMC QUICKLY AFTER TKOF, THIS FOCUSED SOME OF MY ATTENTION ON THE RADAR DURING THE CLIMB. TRANSPONDER, PRIOR TO HANDING US OFF TO DEP, THE TWR INFORMED ME THE TRANSPONDER HAD NOT BEEN TURNED ON PRIOR TO TKOF, THUS TAKING A LITTLE MORE OF MY ATTENTION. GND COM, THE HANDOFF FROM TWR TO DEP USUALLY COMES ABOUT THE TIME WE ARE SELECTING CLIMB POWER AND RETRACTING THE FLAPS. THE THRUST MODE PROGRAMMING FOR NOT GOING TO SPD (SPEED MODE) WHEN 'CLIMB PWR' AND 'FLT LEVEL CHANGE' WERE SELECTED ON THE THRUST MODE SELECT PANEL AND APFDS (AUTO PLT FLT DIRECTOR) SYS. ONCE AGAIN THIS HAPPENS IF ALT CAPTURE HAPPENS PRIOR TO CLB PWR SELECTION. FLT DIRECTOR PROGRAMMING, WHEN A TURN OF MORE THAN 180 DEG IS DIALED IN THE FLT DIRECTOR ON MANY OF OUR OLDER B757'S, THE FLT DIRECTOR WILL INDICATE THE SHORTEST TURN, NOT THE TURN IN THE DESIRED DIRECTION. THUS TAKING A LITTLE MORE OF MY ATTENTION TO SLEW THE HEADING AROUND AS WE TURN. WIND, 50 PLUS KT TAILWINDS AT 3000 FT IN THE INITIAL TURN. CLB CHECKLIST, RUNNING THE CLB CHECKS WHILE DOING ALL OF THE ABOVE ITEMS. I HAVE FLOWN THE B757 FOR 6 YRS, AND HAVE BEEN A CAPT FOR 7 MONTHS. I WAS AWARE OF ALL THE CONTRIBUTING FACTOR I LISTED BUT ALLOWED MYSELF TO GET DISTRACTED FROM MONITORING THE FLT MODES. ALSO, THIS WAS MY THIRD TRIP WITH THIS FO. I KNEW HE HAD BEEN A B737 CAPT FOR ANOTHER CARRIER. FOR THIS REASON I LET MY GUARD DOWN A LITTLE, AND DID NOT CATCH THE AT MODE PROB UNTIL TOO LATE TO AVOID THE AIRSPACE DEV. ALSO I HAD CONSIDERED DEPLOYING THE SPEED BRAKES TO SLOW THE ACFT MORE RAPIDLY AND TIGHTEN THE TURN, BUT DID NOT. LOOKING AT THIS WITH HINDSIGHT IT MIGHT HAVE AVOIDED THE INCIDENT.

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.