Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autothrottle/Speed Control
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Time Pressure
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: On the departure; the First Officer (FO) had requested Heading Mode (HDG); Flight Level Change (FLCH) during the climb out as we were given a heading.  It was bumpy and he was trying to comply with the SID instructions to speed up to 250 KIAS while hand flying in bumpy air.  As we approached the 5;000 foot altitude restriction; he started to slow his climb for the level off; but didn't pull back on the thrust levers. The autothrottles were on; but we were not quite close enough to the altitude for the flight director to switch to 'ASEL' on the FMA and begin capturing. In a climb; the auto throttles remain at full thrust in green FLCH until ASEL is annunciated; and since the FO was hand flying and beginning the level off before the Altitude Select (ASEL) annunciation; the speed began to pick up.  As pilot monitoring; I noticed the airspeed at 255 KIAS with an increasing trend and I called out 'airspeed' to alert him to the airspeed.  He seemed confused and did not make any corrections. I then called for him to 'pitch up' which he did slightly; but he mentioned the level off altitude that was approaching.  I said to 'pull the thrust back' and he seemed confused again and replied that the auto throttles should do that.  I then pulled the thrust levers back myself to slow the aircraft down as the speed was starting to go past 260 KIAS.  ATC gave us a 'climb and maintain 7000' and a direct to one of the fixes.  The FO pitched up for the climb and I was able to let go of the thrust levers as the speed was again under control.  As we were climbing; ATC instructed us to climb to 16;000 and the FO called for 'Autopilot On' prior to the next level off so there were no further issues.  I reminded him that there is no speed protection in the level off for the FLCH mode if he is hand flying it and levels off early.   ATC didn't seem to notice the increased airspeed;  and the flight continued without further incident.The FO said that he finished IOE and for the next month was unable to get any flying from crew scheduling.  He had less than 30 hours on the aircraft.   The following month; he had to be in Country to check on family due to the COVID pandemic.  He said that he had flown earlier that day and seemed to be comfortable in the plane.  It became clear that he was rusty on the details concerning the FLCH mode.  After I spoke with him about what happened; he said he understood and he did not make the same mistake on his flight the following day. Any time a pilot has less than 100 hours (consolidation) on an aircraft; and doesn't fly for more than 30 days; they should be given a trip with an IOE instructor both to give them recency of experience and to refresh any forgotten material.


Second narrative: During take off climbing to the assigned altitude of 5;000 in flight level change plane accelerated to 250K; during last 1;000 ft I shallowed the pitch as climb was getting a bit bumpy due to builds up around [the] area and I was trying to avoid flying through a cloud straight ahead. Captain advised me of speed increasing and passing 250 and I assumed the auto-throttle would have compensated for that as it was engaged. Leveling off to 5;000 speed past 260 and the Captain reached out the thrust lever decreasing power avoiding further deviation. Soon after cleared to 7;000 climb and flight continued with no further deviation. After IOE I was put on reserve and didn't fly for about a month; I then was able to pick up a line and fly just one sequence as a tragic event forced me to drop the rest of the month and travel overseas; as a result in 2 months I only flew 19 hours and that was my first day flying after a long stop. As newly typed on a new airplane I didn't immediately recalled the different ways the autothrottle responds; however soon after the event my Captain explained [to] me what happened and refreshed my memory on it. After IOE it would be good to assign some extra flight to help consolidate; maybe assigning more frequent flights and not letting more than 2 weeks without flying would avoid skills deterioration until the first 100 hours are reached.


Synopsis: Air carrier flight crew reported turbulence and weak aircraft familiarity; resulted in airspeed mismanagement and confusion.