Date: 201512
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During takeoff and climb out on departure; Flight Level Change (FLX) thrust was left engaged for approximately 18 minutes; exceeding 5 minute limitation. On takeoff; I left FLX thrust in (as we briefed prior to departure) to ensure compliance with two altitude restrictions on the departure. We were heavy and the temperature was ISA +10. Just prior to the second altitude-restricted waypoint ATC cleared us direct to a later fix. After proceeding as directed; we forgot to reduce the thrust from FLX to Climb (CLB) mode. I detected the mistake when leveling off and reduced the thrust to Cruise (CRZ).Suggest better monitoring of the thrust mode and timing; and also better adherence to the After Takeoff Checklist would help reduce the chance of recurrence of this event.


Second narrative: During takeoff we used FLX takeoff thrust. We were cleared to fly a departure procedure [that] has an altitude restriction of at or above 5000 feet at one fix and another altitude restriction for at or above 7000 feet. We discussed these restrictions in the preflight briefing. The First Officer; who was the Flying Pilot; elected to leave the power in the FLX mode until we were assured of meeting these altitude restrictions. As the Captain and the Pilot Monitoring; I agreed with this decision. Once we leveled off at our cruise altitude of 29;000 feet; the First Officer realized he had never moved the thrust levers from the TOGA detent into the CLIMB detent; allowing both engines to remain in FLX mode for approximately 18 minutes; which exceeds the engine limitation of five minutes for FLX mode. Upon arrival; I made a logbook entry of the limitation exceedance and notified Maintenance Control of the event.At the normal time; accelerating through approximately 220KIAS; I completed the After Takeoff Checklist; with the notation that takeoff power was still in FLX mode and not in CLB mode. Subsequently; I became distracted due to frequency changes; a new altitude assignment; and a clearance for us to proceed to a waypoint further along in our flight plan. Due to these distractions; I completely forgot about the thrust mode in use until it was brought to my attention once we leveled off at our cruise altitude of 29;000 feet. At this point; the thrust levers were placed in CRZ mode.To prevent this event from happening again; there simply must be a more disciplined approach to checklist usage. If there is a deviation from the normal operating procedure; then there should be a memory trigger of some sort to ensure that all items on the checklist are completed appropriately.


Synopsis: After takeoff; CRJ crew elected to leave the power in the Flight Level Change mode due to departure-procedure altitude restrictions. Upon level off at cruise altitude; crew realized that they had never moved the thrust levers from the Take Off Go Around detent into the CLIMB detent. This allowed both engines to remain in Flight Level Change mode for approximately 18 minutes; exceeding the engine limitation of five minutes for Flight Level Change mode operation.