Regional Jet 200 ER/LR (CRJ200)
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation; Flight Crew Regained Aircraft Control
Human Factors; Procedure
I was doing 200 differences training today with a new F/O (First Officer) operating flight XXXX. On departure we were given runway heading and climb to 2000 off Runway 2. The F/O was flying pilot and he climbed to 2000 feet and leveled off. ATC then told us to make a right turn and go direct to ZZZZZ intersection climb to 5000. As I read back the instructions I was also finishing the after takeoff check when I noticed the a/c (aircraft) speed was going past 200 knots. I had briefed the F/O prior to takeoff that leveling off at 2000 feet would come quick so he should make sure to keep his hand on the thrust levers at all times during the level off to make sure the speed doesn't go past 200 knots. I scanned the a/c instruments then looked to see what was going on with the F/O. When given the clearance to go to ZZZZZ intersection and climb to 5000 the F/O decided to advance the power first then he hit the vertical speed button and spun the vertical speed roller at a fast rate. I am unsure what rate he had selected but he immediately spun the rate back in the opposite direction which caused us to start a descent. At this point I took the controls from the F/O. I immediately turned off the autopilot; initiated a climb; turn and reduced the thrust levers to slow the a/c down. It took me about 30 seconds to a minute to get the a/c turned in the right direction; slowed down and started the climb back to 2000 and then continued the climb to 5000. At this point I got the autopilot back on and returned the controls to the F/O. We lost approximately 300 feet and the a/c accelerated to about 240 knots while this was going on until I got the a/c climbing and going in the right direction.I noticed the F/O was having a hard time with the FCP (Flight Control Panel) and the a/c speed was climbing. The cause was the F/O spun the vertical speed roller to fast. I took the a/c from the F/O and corrected the condition of the a/c.I suggested to the F/O that he not use the vertical speed in a climb and only use the speed button because it will protect his speed from accelerating and start the climb. I also suggested to the F/O that the FOM (Flight Operations Manual) tells us if he is saturated he can also command the non-flying pilot to do anything he needs done when he is task saturated. In the future I will try to catch these mistakes by my students quicker.
[I] was on my second day of difference training in the 200 and we started our climb up to 2000 feet and we were cleared direct to [a waypoint] and climb to 5000 feet. I started direct to [waypoint] and put 5000 feet in selected vertical speed and spun the thumb wheel to fast and the rate of climb was too high; so I spun the thumb wheel down to correct the problem but it gave us a rate of descent. The Check Airman assumed the flight controls and disengaged the autopilot and established a rate of climb reengaged to autopilot and transferred the flight controls back. We continued the flight without further incident. I should have selected speed mode instead of vertical speed and I should not have spun the thumb wheel as fast as I did. Speed mode would have keep the aircraft at the current speed in a climb and the altitude would not have been a problem.
CRJ Flight Crew reported that during climb the pilot flying spun the thumb wheel too fast causing the rate of climb to become too high.