B767-300 and 300 ER
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented
Human Factors; Aircraft
I was scheduled to deadhead from ZZZZ to ZZZZ1 in order to link up with a 747 that would fly me to ZZZ. This was the last day of my pattern. There were three deadheading pilots and two operating pilots. The three deadheading pilots had operated together on previous nights. The operating crew were ZZZZ2 based and by their own admission were inexperienced in operating these legs. The operating crew displayed good CRM during transportation to the airport; asking us what to expect and freely asked for our input on any operational matters. As the operating crew were preparing the aircraft for departure; the deadheading Captain asked if we would mind if he sat in the observer seat. I was happy to oblige due to his seniority. The other deadheading First Officer and I seated ourselves in aft bulkhead of the flight deck. Please note these seats have no access to a headset and offer only a restricted view of the flight instruments and MCP. When the operating Captain and FO (First Officer) briefed the departure it was quite hard to follow; but I was somewhat concerned that the Captain appeared somewhat pre-occupied by the fact that he was planning and ZZZZ1 departure; and the possibility of a low altitude capture; in view of the fact the cleared initial altitude was 3;000 feet. Push back and taxi proceeded without incident; however during the takeoff roll; the Pilot Flying (Captain) seemed to become fixated on the lighting configuration; going so far as to take his hand off the thrust levers and reach up to the overhead panel to adjust the lights. This occurred at roughly 60 kts; and again at VR. Climbout progressed normally; however at 1;500 I heard the Captain call for set speed select speed; despite the fact that a low altitude capture was not annunciated by the FMA. In addition to this I saw the FO select speed and then set speed; the opposite way around to normal. With my limited view and lack of audible input I sensed confusion; and then looked with a certain amount of horror that the FMA was annunciating VS with the VS window open and indicating 3;700 rate of climb. I heard the engines roll back to climb thrust and saw and felt the aircraft increase its pitch attitude to attempt to maintain the rate of climb. I glanced at the FOs airspeed indicator and saw the speed slightly below V2 and decreasing. At that point I saw the operating FO reach over and select flap 1. I did not hear the pilot flying call for this as I was not on headset; but at this point I became extremely concerned and was expecting the stick shaker. It was an extremely uncomfortable few seconds. I saw but did not hear the deadheading Captain saying something to the operating crew and then heard the autopilot being disengaged. The operating crew reduced the pitch attitude and the aircraft began to slowly accelerate.
Deadheading pilot reported during climbout the operating flight crew began letting the aircraft get slow; slowing below V2 speed. The flight crew recovered and the flight continued.