ACR X TCASII TA RA EVASIVE ACTION TAKEN STOP CLB HAD CONFLICT WITH ACFT Y IN TCA. ACR X FAR SPD VIOLATION BELOW 10000 FT. PLTDEV.

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ACR X; IN THE CLB (CLBING TO 12000 FT); AT 8000 WE RECEIVED A TCASII TA; (TFC; TFC). THE ACFT WAS 10 MI AT 1 O'CLOCK LEVEL AT 9500 FT. TFC WAS NOT IN SIGHT. CONTINUING THE CLB; AT 9000 FT; TCASII SAID 'MONITOR VERT SPD.' I WAS HAND FLYING THE ACFT WITH THE AUTOTHROTTLES ENGAGED. I LOWERED THE NOSE TO THE GREEN ARC (200-300 FPM CLB). AT THAT TIME THE TA CHANGED TO RA AND INSTRUCTED US TO STOP THE CLB 'DON'T CLB.' I FOLLOWED THE TCASII INFO AND WE BOTH LOOKED FOR THE TFC. AT THIS TIME MCO DEP CLRED US TO A HIGHER ALT AND THE CAPT TOLD HIM WE WERE REACTING TO A RA. DEP THEN SAID 'OH YEAH I'M SHOWING TFC AT 12:30 1/2 MI; YOU WANT TO MAINTAIN 9000 FT.' SEEING THE TFC; WHICH WAS LEVEL AT 9500 FT (WE WERE AT ABOUT 8900 FT); WE KNEW WE WERE NOW CLR. I LOOKED DOWN AT THE AIRSPD AND WE WERE ACCELERATING PAST 290 KTS. I DISENGAGED THE AUTOTHROTTLES AND BROUGHT THE THROTTLES BACK TO IDLE. ALTHOUGH I DON'T THINK THERE WOULD HAVE BEEN A MID AIR HAD WE NOT BEGUN A DSCNT; WE WOULD HAVE PASSED THE TFC WITH AN UNSAFE AMOUNT OF SPACING. I ALSO FEEL THAT IN THIS SCENARIO; THE AUTOTHROTTLE SYS IS DEMONSTRATING ANOTHER DESIGN FLAW. IT WOULD SEEM IF YOU WERE IN 'EPR CLB' AND THE AIRPLANE BEGAN A DSCNT THE AUTOTHROTTLES SHOULD AUTOMATICALLY REVERT TO 'SPD SELECT' WHICH WOULD HAVE SOLVED THE SPD PROBLEM WE ENCOUNTERED.