Narrative:

Departure clearance (aircraft #1) was a climb to 5000 ft MSL for a vector to intercept V4 from iiu to hyk. During climb out passing 4000 ft, traffic was called by ATC and sighted by the crew (aircraft #2). Autoplt was engaged at this time. The EFIS system accomplished a smooth leveloff at 5000 ft. At this point, I (the PF) switched to INS navigation which distraction me enough to result in an airspeed excursion to 280 KTS. In an effort to reduce the speed, I pressed the 'speed button on the EFIS mode select panel which resulted in a rapid pitch up to capture 250 KTS. To arrest the climb, autoplt was disconnected and a pushover was initiated. A total of 400 ft was gained during the recovery. Contributing factors: this was my second day as a new captain following training. As a newcomer to EFIS, I found my initial reaction to correcting speed deviation was totally inappropriate. I have found in the past that immediate reactions -- especially in new/different sits -- tend to be inappropriate. In these sits it usually pays to take a moment and assess the situation before taking action that will serve only to make the situation worse. Supplemental information from acn 411730: we (aircraft #2) were on a vector to the downwind at 6000 ft at sdf. Approach control called out departing traffic (aircraft #1) off runway 17L, which we acquired visually. The traffic was reported climbing to 5000 ft. We received a TCASII RA even though we were level at 6000 ft. TCASII showed traffic passing under us at 500 ft below. No evasive action was taken.

Google
 

Original NASA ASRS Text

Title: CARGO DC8 PIC IS DISTR WHEN SPD INCREASES WHEN EFIS IS ENGAGED. PIC INITIATED ACTION WHICH CAUSES ACFT TO PITCH UP AND COMES IN CONFLICT WITH OPPOSITE DIRECTION B727.

Narrative: DEP CLRNC (ACFT #1) WAS A CLB TO 5000 FT MSL FOR A VECTOR TO INTERCEPT V4 FROM IIU TO HYK. DURING CLBOUT PASSING 4000 FT, TFC WAS CALLED BY ATC AND SIGHTED BY THE CREW (ACFT #2). AUTOPLT WAS ENGAGED AT THIS TIME. THE EFIS SYS ACCOMPLISHED A SMOOTH LEVELOFF AT 5000 FT. AT THIS POINT, I (THE PF) SWITCHED TO INS NAV WHICH DISTR ME ENOUGH TO RESULT IN AN AIRSPD EXCURSION TO 280 KTS. IN AN EFFORT TO REDUCE THE SPD, I PRESSED THE 'SPD BUTTON ON THE EFIS MODE SELECT PANEL WHICH RESULTED IN A RAPID PITCH UP TO CAPTURE 250 KTS. TO ARREST THE CLB, AUTOPLT WAS DISCONNECTED AND A PUSHOVER WAS INITIATED. A TOTAL OF 400 FT WAS GAINED DURING THE RECOVERY. CONTRIBUTING FACTORS: THIS WAS MY SECOND DAY AS A NEW CAPT FOLLOWING TRAINING. AS A NEWCOMER TO EFIS, I FOUND MY INITIAL REACTION TO CORRECTING SPD DEV WAS TOTALLY INAPPROPRIATE. I HAVE FOUND IN THE PAST THAT IMMEDIATE REACTIONS -- ESPECIALLY IN NEW/DIFFERENT SITS -- TEND TO BE INAPPROPRIATE. IN THESE SITS IT USUALLY PAYS TO TAKE A MOMENT AND ASSESS THE SIT BEFORE TAKING ACTION THAT WILL SERVE ONLY TO MAKE THE SIT WORSE. SUPPLEMENTAL INFO FROM ACN 411730: WE (ACFT #2) WERE ON A VECTOR TO THE DOWNWIND AT 6000 FT AT SDF. APCH CTL CALLED OUT DEPARTING TFC (ACFT #1) OFF RWY 17L, WHICH WE ACQUIRED VISUALLY. THE TFC WAS RPTED CLBING TO 5000 FT. WE RECEIVED A TCASII RA EVEN THOUGH WE WERE LEVEL AT 6000 FT. TCASII SHOWED TFC PASSING UNDER US AT 500 FT BELOW. NO EVASIVE ACTION WAS TAKEN.

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.