B777 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Situational Awareness
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Flight Crew Became Reoriented; General Maintenance Action
Aircraft; Procedure
Flap overspeed on Aircraft X.I was the non-flying pilot as part of the crew on Aircraft X. The Captain was the flying pilot and we also had 2 International Relief Officers (IRO) as part of a 4-man augmented crew. On this departure the Captain exceeded the flap 5 limit speed by 27 knots.This was the last leg of 4 on our 6-day trip together for the Captain and I. On this flight; we were joined by 2 IRO's. We had all been given adequate rest by FAR requirements and personally I had a good night's rest and breakfast before leaving for the airport. With our van time from the hotel of XA45 and the departure at XC15 we arrived quite early to the airport. As a matter of fact; when we arrived at the gate the aircraft was not there yet. The aircraft did show up in plenty of time and we had more than sufficient time to prepare for our departure. The Captain briefed the crew that he would be the flying pilot for today's flight. He gave us a full brief as he was both the Captain but also the pilot flying. Once we received our clearance I checked my IPad to confirm the SID and verified the speed and altitude restrictions loaded in the FMS. Our clearance was for a departure via the SID. I have flown this SID before and pointed out to the Captain during our brief that we had a speed restriction at ZZZZZ of Minimum 180kts/Maximum 230kts to cross below 5000ft and also a speed restriction over ZZZZZ1 of 230kts.I also pointed out that our minimum clean speed for our weight was 260kts. When the Final Weights showed up on the ACARS and we received our Final Takeoff Data it was showing a reduced thrust Takeoff; Flaps 15; Packs ON; Anti-ice OFF; Assumed weight; Assumed temperature; with speeds of V1 171kts; VR 180kts; and V2 184kts.It was a beautiful day with VMC weather. We started our takeoff; I made my call outs and the Captain started his rotation at VR 180; after I called out positive rate of climb the Captain asked for gear up. As we continued the climb the Captain asked for Flaps 5 on schedule. With the Captain still hand-flying he asked for Flaps 1 on schedule. I moved the Flaps to 1 but quickly reminded him of the MAX speed restriction of 230kts. In a rapid event of sequence; the Captain asked for flaps back to 5 as he started to level off the airplane at around 1500ft MSL. This caused the airspeed to increase fast and the Flaps 5 limit speed of 245kts was exceeded. I called out to the Captain that he was overspeeding the Flaps 5 limit speed with to the best of my memory with the events happening so fast; approximately 20-25kts. After a brief moment and verbal inputs from myself and the IRO in the middle seat of the over speed and the climb needed to continue the SID; the Captain pulled the thrust levers back and raised the nose and started a climb which bled the speed off. Tower sent us to departure control and when I finally had an opportunity to check in with them they assigned us a higher altitude and approved unrestricted speed in the climb. Captain moved the thrust levers forward and asked for flaps retraction on schedule and climbed to the assigned altitude. Shortly thereafter he engaged the autopilot. He turned to us and acknowledged the mistake the he had made and apologized to the crew. He debriefed before the IRO's went back for their rest. He pointed out what he had done and that he didn't stick with the plan that was briefed to stay at Flaps 5 and 230kts with LNAV and VNAV engaged prior to takeoff. We all acknowledged the importance of sticking with the original plan of the brief by remaining at flaps 5 and 230kts which would have kept the flaps 5 limit speed from being exceeded. Once the 2 IRO's left the cockpit I suggested to the Captain that we should get [maintenance] on the SATCOM and fill them in on what had happened. The Captain concurred and handed controls over to me while he initiated the call via Dispatch. We also reported the flaps 5 speed exceedance electronically to [maintenance].After landing and taxiing; once talking to ramp; maintenance requested that we leave the flaps at 30. We extended the flaps to 30 before parking at the gate. While deplaning; the maintenance supervisor came to the cockpit and we did another debrief with him where he asked questions as well as filled us in on the procedure that was required by them. Captain called me and shared that the maintenance supervisor had called him and told him that engineering found the flaps 5 limit speed to be exceeded by 27kts.What I take away from this event is how important; especially on a very busy SID; it is to stick with the plan that was briefed. For myself; I wish I would have questioned the Captain's request for Flaps 1 prior to moving the lever instead of moving the flap lever first and then questioning his request. This goes to show that what is normal procedures on almost all the SIDS we fly is not the case on this very busy SID with a very heavy aircraft.This was definitely an eye opener for me being the first situation like this in my career of being in this predicament.
[Report narrative contained no additional information.]
Boeing 777 flight Crew reported that in an effort to comply with the SID the flaps were repositioned which created a flap overspeed.