B767-300 and 300 ER
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Distraction
Aircraft Equipment Problem Less Severe; Deviation - Speed All Types
Flight Crew Became Reoriented
Aircraft; Human Factors
At 1000 ft AGL; the Captain lost situational awareness and stopped climbing. I asked if he wanted VNAV two times and after not getting a response I focused on the fact that he wasn't climbing and was actually beginning a descent and accelerating the airplane. We received a 'Don't Sink' GPWS warning. Captain then made an abrupt pull up (2 Gs) while calling for flaps to zero. I saw the airspeed go to 192 kts during the abrupt pull up. I was pushing forward on the yoke to ensure we didn't stall. Captain finally recovered with a pushover of of 0.3 Gs. Flight continued.  There was no interference from ATC. We had been cleared to around 17000 shortly after takeoff (I don't remember the exact altitude but it was not a low altitude level off altitude). After climbing to cruise altitude a discussion was made about the events. Captain thought the speed with flaps 1 was only 260. I saw higher (around 280) but I couldn't say exactly what the speed was. Captain wrote the flap overspeed up as 260 and a visual inspection was conducted in [destination]. Captain stated he was distracted by a 'map shift' on takeoff and he saw a 'Stab Trim' EICAS message at some point. Additional factor is the cockpit noise that prevents crew members from communicating effectively. The use of an intercom system (locking Push-to-talk switch or rubber band to hold down the switch or just have crew members push the intercom switch when talking) would have reduced any confusion as to what was being said/communicated. Crew members have to SHOUT to be heard because they wear ANR (Active Noise Reduction) headsets on one ear and try and communicate over the cockpit noise without use of the airplanes intercom system.
B767-300 First Officer reported the Captain (pilot flying) lost situational awareness shortly after takeoff and oversped the flaps.