Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Distraction; Situational Awareness; Communication Breakdown; Workload; Training / Qualification; Time Pressure
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Overcame Equipment Problem; General Maintenance Action
Environment - Non Weather Related; Human Factors; Procedure
I was in the Captain seat serving as a Line Check Airman with a new hire on their second trip. I was in the 'Pilot Monitoring' role. The IOE candidate was the Pilot Flying in the First Officer seat and hand flying the entire departure. It was an early morning departure. ATC assigned us to take-off runway heading up to 3;000 ft. for departure. I prompted the Pilot Flying to set 'heading; low-bank' after ATC assigned our take-off. We rolled down the runway and took off. One threat to this departure was using speed mode to take off with a very quick level-off. During our initial climb out as I called 'FRA;' (Flap Retraction Altitude) ATC assigned a right turn heading 060 followed by asking if we had traffic of a Cessna Caravan in sight. We were interrupted immediately after the First Officer called out 'Speed 200' during the after takeoff flow call outs. I bugged the turn and scanned the sky for the traffic; which I called 'in sight.'We were rapidly approaching our assigned 3;000 ft. so ATC assigned a higher altitude. I put the new altitude into the FMS and the Pilot Flying verified. Because this altitude change happened during the level off at 3;000 ft.; the airplane reverted to 'Pitch' vertical guidance and the new First Officer was confused by this change and threat. I waited for him to request another mode; and then prompted him so we could get set for a proper climb. I realized that my after takeoff flow had been interrupted; so I prompted the First Officer to call out the remaining items; 'Set Climb; After Takeoff' Check; while completing my after take-off flow. I had my checklist in my hand as a reminder to run the flow; when ATC changed us to the Center frequency.I checked in with the new frequency and ATC assigned us a turn direct to a waypoint; and inquired if we would like a higher assigned altitude from the seven thousand which we were filed. Due to the fact that the flight was 40 minutes long I requested 13;000 ft. so we could pick up our cruise speed and ATC assigned it while stating that they had a reroute. They also asked if I was ready to copy my clearance. I told them to standby while gathering my pen and flight plan in preparation for the reroute; then copied the new clearance. After we finished; I was thinking about the fact that the IOE candidate did not put in the new flight plan nor update the new top of climb altitude. He asked for the autopilot and we turned it on. With all of these distractions; I had not run the 'After Take-off' Checklist until we were passing through 10;000 ft. By the time I got to the Flaps 0 check and response; I realized that the flaps were still set to 9 degrees and we missed it during the cleanup flow. We went 270 kts. for about 30 seconds with the flaps at 9; effectively over speeding them for under a minute. We continued the flight; but I advised Maintenance Control of the over speed when we reached our destination. I should have been more vigilant of workload management working with a new hire. Always complete after takeoff checklist before 10;000 ft. even if it means delaying discussing route or altitude changes with ATC. Always verify 'FLAPS' in the 'Flaps speed sterile' call at 10;000 ft.
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ERJ flight crew reported that their failure to accomplish the after takeoff checklist in a timely manner caused a flap over speed.