Date: 201310
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: Challenger 300
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autothrottle/Speed Control
Component problem: Design
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Distraction; Workload; Human-Machine Interface; Time Pressure; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

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.




Synopsis: 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.