An air carrier flight crew reported a flap over speed and bank angle warning during initial climbout.
Synopsis
An air carrier flight crew reported a flap over speed and bank angle warning during initial climbout.
Narrative
On take off out of LGA we asked to line up and wait Runway 13. FO was PF and is an Upgrade IOE sitting left seat. FO noticed the speed was missing from the airspeed window and I believed it was due to the fact we were not moving. There were amber dashes and mistook the symbol. As the speed in fms should have populated there. On take off I noticed it never populated and figured we could figure it out airbourne as it was not an emergency issue since the Vspeeds did populate. So after we took off and heading was called I elected to use manual speeds to ensure the aircraft would speed up. As we climbed the FO missed the Vnav or FLCH (Flight Level Change) callout as well as the heading to 180 after 2.5 dme. I turned the heading at 2.5 dme so we would comply with the climb out. In the turn I had to remind her to clean up the flaps and watch her turn as had an over bank. In the turn after flaps 1 I asked her if she wanted flaps up in which she said yes. During the turn she did not control the plane well and pitched the plane down which overspeed the flaps. She was not fixing the issue so I took control of the aircraft and put the aircraft back into a safe flight configuration. After turning on the autopilot and returning controls to her I found that she never confirmed the performance initialization on Perf Init page X/X so the fms speeds did not work. After confirming the initialization no other issues were present. I should have pulled off the runway when the FO realized something was off. Suggestion: I would suggest pulling off the runway anytime something is off to verify there is no issue before attempting takeoff.
Second reporter narrative
We were initially planning for Runway 4 departure in LGA when we received an ATIS that they are now using Runway 13 for departure. It was not part of our brief because Runway 13/31 was NOTAM'ed to be closed until the next day. We were able to reset the box for the new departure and briefed it before we closed the Main Cabin Door; but we were pressed for on-time departure. I started our push back without inputting our Takeoff Data. Since I am on CA (OE) Operating Experience; it was not my usual flow of things. As we were disconnecting the tug with parking brakes set and after checking that I scan the area; I just wanted to input the Zero Fuel Weight (ZFW) while we wait; but my Check Airman stopped me and told me to focus on the disconnection. Which was the right thing to do so I stopped. After the disconnection I called to start the engines (they did not give us clear to start engines during push) and started working on the box. Because I initially did the ZFW IN PERF INIT; I missed to press confirm init". It was not caught on the After Start Checklist. We started to taxi from the Ramp; because it was a short taxi I didn't see that we had amber dashes on the airspeed indications window until we were hold short of the runway. I told my Check Airman about it and he said it's fine and will have indications once we start the take off roll. I never seen it before so I just followed him. I was PF for the leg. We were about 80kts when he said we still have Vspeeds so I continued the take off and did not abort. Once we lifted off we realized that there was still no FMS speed on the window. It was raining and IMC. I called for RT180 heading (HDG) at 400' then at this point also PM was cycling the speed to Manual back to FMS; so he didn't hear me call LT 040. I did the turn but eventually he was able to spin my heading bug (but during our post discussion he said he didn't hear me call it). During that turn we had a momentary bank angle aural warning but immediately fixed it. So during that time workload was getting overwhelming. Then we reached acceleration altitude; VNAV didn't work and it disengaged auto throttles (A/T). We did FLCH 210 instead and retracted flaps. It was happening really fast that I wasn't able to reengage A/T as we were retracting flaps. Flaps were in transit from Flaps 1 to 0 when we had the speed to 235; by that time the Check Airman took the controls and I immediately did comms. I overspeed the flaps by 5kts for about 3-5 seconds. After everything was in control we switched back and I continued the SID as PF. We wrote it up and Maintenance checked it in ZZZ when we arrived.Suggestion: DO NOT RUSH! The threat was introduced when we do things out of order. For new CA in training it is easier to miss things; it could have been mitigated if I had put the numbers while we are at the gate (low threat environment). The moment I saw that something doesn't look right; I should have been more assertive and cancelled the take off clearance. It was my first time seeing this; we could have fixed it/diagnosed the problem on the taxiway rather than figuring it in the air. It is really an eye opener to see the impact of just missing 1 button and how it can have a domino effect. It was a learning experience that I will never forget and use this moving forward to be better. In terms of the flap overspeed; I should have been quicker to intervene especially when there is no automation (A/T disengaged because no FMS speeds during VNAV call)."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.