Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Fatigue; Distraction; Communication Breakdown; Confusion
Deviation - Altitude Undershoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter CFTT / CFIT
Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Human Factors; Procedure
The Takeoff was a Flaps 15; takeoff with a 35 degree derate on an approximately 770;000 weight airplane.  Max N1 was approximately 101%.  An ICAO II takeoff was programmed into the CDU with a 1500 FT AGL thrust reduction and 3000 FT Level off.On initial takeoff; I was distracted and reduced the climb rate to maintain the required speed on the departure from Runway 7.  With flaps still at 15 degrees; and at approximately 1000 FT MSL; I had the First Officer speed intervene from VNAV to 220 knots. I then reduced the climb rate at approximately 1400 FT MSL and while still manually flying the airplane entered into the red overspeed margin by approximately 2 inches above the flaps 15 degrees (230 KIAS) max position.  Highest speed reached during the overspeed was 260 knots. Concurrent with the overspeed; the airplane started a slight sink rate reaching approximately 1040 FT MSL at which time an aural 'Don't Sink' warning was received.The other three pilots gave verbal cues and warnings concerning the overspeed and sink rate before the 'Don't Sink' audio warning was received. A normal climbout was reestablished; the airplane was cleaned up on schedule; and climbout to 9000 FT MSL was accomplished.I had not flown much in several weeks. Also; although I was in bed for over 8 hours I got very little sleep. I didn't feel particularly fatigued at the time but later became very tired. I probably should have put the early speeds in the box instead of using speed intervention.
I was first officer on the Boeing 777.  On initial climb out the Captain was distracted and reduced the climb rate.  With flaps still at 15 degrees and approximately 1000 FT MSL the Captain had me (FO) to speed intervene from VNAV to 220 knots.  Captain then reduced his climb rate at approximately 1400 FT MSL and while manually flying; the aircraft entered into the red overspeed margin by about a couple of inches above the flaps 15 limit which is 230 KIAS. The highest speed reached during the overspeed was 260 knots.  Concurrent with the overspeed; the airplane started a slight sink rate reaching approximately 1040 FT MSL. At which time we hear the 'Don't Sink' aural warning.  The relief CA; FO; and relief FO gave verbal clues and warnings concerning the overspeed and sink rate just before the 'don't Sink' audio was received.  Captain then reestablished a normal climb out and the aircraft was cleaned up on schedule and the rest of the SID was accomplished.
A fatigued B777 Captain flying an ICAO SID procedure had his First Officer SPEED INTERVENE to 220 KTS at 1;000 feet and began a descent which oversped the flaps. All three non-flying pilots verbalized the descent before the EGPWS 'DON'T SINK' alerted.