A LIGHT DC10-30 FREIGHTER CLBS; AT A HIGH RATE OF CLB; THROUGH A PRECEDING ACFT'S ALT WITH LTSS.

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I WAS THE CAPT OF A VERY LIGHT (AT 330000 LBS) DC10-30 WITH THE FO FLYING; DEPARTING MEM ENRTE TO ORD. AFTER TKOF WE WERE GIVEN A HDG CHANGE; L TURN FROM RWY HDG (180 DEGS) TO 010 DEGS TO JOIN J171 BY MEM DEP. SINCE WE WERE IN A VERY LIGHT DC10-30; OUR CLB RATE WAS IN EXCESS OF 6000 FPM. THE TURN WE WERE GIVEN WAS ALSO IN A TURN TO THE NE. BECAUSE OUR ACFT WAS SO LIGHT WE CLBED AT 250 KTS THROUGH PRECEDING ACFT'S ALT IN THE TURN; THEREFORE; COMING CLOSER THAN WE (CREW) AND DEP CTL CALCULATED. WE HAD OTHER ACFT IN VISUAL CONTACT AT ALL TIMES. NO CORRECTIVE ACTIONS WERE REQUIRED TO MISS OTHER ACFT. AFTER REFLECTING ON THIS SIT; I FEEL IT WOULD HAVE BEEN PRUDENT TO SLOW OUR ACFT'S RATE OF CLB TO MORE CONFORM TO EXPECTED TFC FLOWS. MEM DEP DID NOT EXPECT OUR ACFT TO HAVE SUCH A GREAT RATE OF CLB; AND IT CAUSED HIM TO GIVE US THE TURN WHICH CONFLICTED WITH THE OTHER ACFT. SUPPLEMENTAL INFO FROM ACN 417362: I WAS THE FO FLYING A STANDARD DEP. THE CTLR WAS PROBABLY NOT USED TO SEEING A DC10 CLB LIKE THIS. HE GAVE US A L TURN FROM A 180 DEG HDG TO 010 DEGS TO JOIN THE AIRWAY (J171?). WE ASKED THE CTLR WHAT THE OTHER ACFT ROLLOUT HDG WOULD BE AND THE CTLR JUST TOLD US WE SHOULD BE IN A TURN. WE REPLIED WE WERE. HE ASKED OUR SPD; WE REPLIED 250 KTS; AND THAT WAS THE END.