Commercial Fixed Wing
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Confusion
Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Overcame Equipment Problem
Human Factors; Procedure
Experienced Maintenance delay prior to departure which eventually resulted in an aircraft swap. New aircraft came from hangar and required an additional troubleshoot to clear avionics discrepancy. Asked to refile after cleared to taxi. This was the start of mild mental fatigue. After takeoff we experienced a high workload with multiple heading; altitude and frequency changes. The pilot flying called for the after takeoff checklist. I did the after takeoff flow and ran through the after takeoff checklist. I read the 'thrust rating climb checked' and looked at the climb button to verify that I had pressed it; but failed to specifically look on EICAS to verify that CLB was reflected. When we reached cruise altitude the PF called for the cruise checklist and upon running the cruise checklist we realized that we were still in TO-1 and pressing the cruise button would not change the thrust setting. It became apparent that during the takeoff run the thrust was inadvertently placed in the max power detent and was the reason CLB and CRZ power was not established during the climb. We established CRZ power and continued the flight. Upon arrival I called Operations and was told that because we did not receive any warning/caution/advisory message the aircraft did not require any further inspection.Mild mental fatigue prior to departure due to maintenance delays and trouble shooting. Lack of experience/proficiency and recent experience in 'type.' Mental saturation during a high workload phase of flight. Failure to diligently cross-check while running a checklist.Adhere to SOP and diligently cross-check during checklist execution. The Coronavirus has created an unprecedented situation for all of us. After receiving the minimum IOE; I had only flown four legs when everything shut down in ZZZ. I didn't fly for almost three months. The flight regarding this report was my third leg since the shutdown. I think that the company should be looking more closely at who (while still technically legal) may need refresher training/recurrent/more IOE etc. Currency/consolidation/proficiency isn't just a legality; it is also a factor in the safety of our employees and passengers.
I was pilot flying.  Upon reaching cruise flight and calling for the cruise checklist (approximately 10 minutes after takeoff); the CA and I noticed that the thrust setting on the EICAS display was showing TO-1 rather than CLB.  When we tried to select CRZ thrust setting; the EICAS still showed TO-1.  It was then that we realized the thrust levers were still in the detent; thus preventing the setting of any other thrust settings besides TO-1.  When we pulled the thrust levers out of the detent and re-selected CRZ; 'CRZ' appeared on the EICAS; and we continued the flight to ZZZ.  After landing at ZZZ; the CA called maintenance to ask if we should write up that the thrust rating appeared to have been left in TO-1 until cruise.  Maintenance said because no warning/caution/advisory messages showed up; we did not need to write it up.I had inadvertently pushed the thrust levers into the detent on takeoff.  I have a habit of glancing at the thrust rating to back up the pilot monitoring after they say; 'After Takeoff Checklist complete;' but I was mildly distracted by the busy departure and did not do that this time.When I am pilot flying; I plan to be careful to continue my habit of checking the thrust rating on the EICAS when the After Takeoff Checklist is complete.
Air carrier First Officer reported he had inadvertently pushed the thrust levers into detent setting on takeoff; which was not recognized until reaching cruise flight.