Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Distraction; Human-Machine Interface; Situational Awareness
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Overrode Automation
Human Factors
Departing ZZZ1 for ZZZ2 I was the PM (Pilot Monitoring) and the CA (Captain) was the PF (Pilot Flying). We planned a low altitude flight due to the shortness of the leg. Some altitudes in the legs page were edited to allow the lower cruise altitude to be selected. The flaps 10 takeoff went as normal (LNAV/VNAV). The PF called for flaps 1 as near as I can recall. I believe this is the case as most if not all of our previous legs had been flaps 5 takeoffs. I was distracted with a radio call or frequency change and I moved the flaps to 1 and did not catch the error. Shortly after that; the FMC changed to the descent phase and the speed bug moved to the flaps 5 maneuver speed; and the A/T (Auto Throttle) mode went from N1 to FMC speed; which resulted in the flaps 5 maneuver speed being the A/T target. As; or just prior to this happening the PF called for flaps up. I moved the flap lever to the up position; and since we were no longer accelerating got a momentary stick shaker. The PF instinctively lowered the nose reducing the AOA (Angle Of Attack). I increased the speed in the MCP window to get the A/T to command acceleration. The remainder of the flight was normal.Suggest crews be alert for unusual mode reversions when using low altitudes for cruise. I would probably use non VNAV takeoff procedures in the future. The big lesson is not new; vigilance absolutely has to be maintained during the 'red' parts of the flight path. The PM job is challenging and can be intolerant of errors.
Air Carrier flight crew reported a procedure error during flap retraction.