B717 (Formerly MD-95)
Flight Crew Air Transport Pilot (ATP)
Workload; Time Pressure; Situational Awareness; Human-Machine Interface; Communication Breakdown; Distraction
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control; Flight Crew Became Reoriented
Procedure; Human Factors; Environment - Non Weather Related
I was the pilot not flying; and the First Officer was the pilot flying. On the airway northbound; we had been cleared to FL330; and were climbing through FL310. I was accessing the FMS for weather and status of the flight; when I noticed on my PFD's FMA that the 'Low Speed Protection' was annunciated as was the 'MCT Thrust.' I noted that the climb was in 'VERT SPD' mode. I did not recall the pilot not flying advising me that we were in 'VERT SPD' mode. I took control of the FCP and lowered the pitch down such that the Mach speed accelerated above the lower amber footer; and re-engaged Prof. We had slowed to five KTS inside the lower footer; and were still 30-40 KTS from the red footer. No sticker or stick pusher was noted. Be more attentive when executing duties of pilot not flying; and ensure that both pilots know what VERT SPD mode we are in at all times.
There was no deviation from any ATC clearance. During climbout approximately 15 minutes after departure; I (the pilot flying) selected a 'VERT SPD' command on the FMS instead of allowing the PROF function command pitch and power modes. I did this in response to either a request from Center to expedite the climb or my attempt to increase the climb rate to clear turbulence at the current altitudes to provide a smoother ride for our passengers. I saw the slow airspeed decay as I expected it would since I had commanded a greater climb rate than the PROF mode of the FMS would have commanded. At some point; my attention to the airspeed decay was distracted but; at this time; I do not recall what event distracted me. At this point in the flight; it would have been a normal time for the Captain to speak to the passengers and turn off the seat belt sign. I might have assumed radio duties with ARTCC for any heading or altitude changes and my attention wandered from my primary responsibility to monitor the flight condition of the aircraft. The airspeed decayed further when I saw it approaching the airspeed footer and at the same time the Captain called my attention to the same condition. I responded I had seen it as well and decreased the vertical speed wheel to lower the nose to increase the airspeed. My action was not in time for the 'Low-Speed' protection engaged and increased engine power to MCT. Except for the increased engine power this was a non-event and the aircraft was not in danger. I let the airspeed increase to normal climb power using PROF mode and we continued the flight and landed without incident.Do not allow a radio call or navigation change to distract from the primary responsibility of flying the plane. Notifying the other pilot of the 'Vertical Speed' being used to expedite the climb might have helped although not required.
A B717 First Officer selected the VERT SPD mode in order to increase climb rate as requested by ATC; then got distracted; so that the airspeed decayed and the LOW SPEED protection engaged a which added MCT power.