Narrative:

I have about 35 total hours in the airplane; including IOE. The captain is high minimums. Our company procedure is for a high minimums captain to do all of the takeoffs and landings. Not necessarily all the flying in between. Typically after the high minimums captain gets the aircraft in the air; he passes the aircraft to the first officer. This happens at varying times/altitudes/ and configurations depending on the preference of the crew. In this instance; the captain chose to hand over the aircraft right after takeoff. At 400 ft I called for heading select. We were doing a flch takeoff because initial altitude was 3;000 ft. As he handed over the aircraft; he took the radios and we were cleared to 7;000 ft pretty close to 1;000 ft with a turn to 310. Flch and 215 KTS were selected. I looked at the MCP to verify the altitude and when I looked back at my instruments; I was at 2;300 ft or so and my FD command bars were indicating fly down. I initially started to follow them; but noticed my speed accelerating past 250. So I pitched up to regain the speed and waited as the captain retracted the flaps. Not sure of what exactly happened; or what was going to happen; so I hand flew the aircraft and re-established automation.inexperienced crews need to be vigilant. I am also still looking at the MCP instead of at my displays. Old habits are hard to break. Going slower and taking our time would have helped. I am also not a fan of doing switching of controls down low in a turn. Next time; I will suggest that a high minimums captain fly until clean up.

Google
 

Original NASA ASRS Text

Title: A First Officer just off IOE and a new B757-200 Captain failed to assure common understanding of the autoflight configuration when the First Officer (restricted from takeoffs and landings due to the Captain's high minimums status) assumed control after takeoff but prior to flap retraction. A short period of confusion and the start of a descent vice climb ensued. Concentration on the FD command bars vice raw data was a contributing factor.

Narrative: I have about 35 total hours in the airplane; including IOE. The Captain is high minimums. Our company procedure is for a high minimums captain to do all of the takeoffs and landings. Not necessarily all the flying in between. Typically after the high minimums captain gets the aircraft in the air; he passes the aircraft to the first officer. This happens at varying times/altitudes/ and configurations depending on the preference of the crew. In this instance; the Captain chose to hand over the aircraft right after takeoff. At 400 FT I called for heading select. We were doing a FLCH takeoff because initial altitude was 3;000 FT. As he handed over the aircraft; he took the radios and we were cleared to 7;000 FT pretty close to 1;000 FT with a turn to 310. FLCH and 215 KTS were selected. I looked at the MCP to verify the altitude and when I looked back at my instruments; I was at 2;300 FT or so and my FD command bars were indicating fly down. I initially started to follow them; but noticed my speed accelerating past 250. So I pitched up to regain the speed and waited as the Captain retracted the flaps. Not sure of what exactly happened; or what was going to happen; so I hand flew the aircraft and re-established automation.Inexperienced crews need to be vigilant. I am also still looking at the MCP instead of at my displays. Old habits are hard to break. Going slower and taking our time would have helped. I am also not a fan of doing switching of controls down low in a turn. Next time; I will suggest that a high minimums captain fly until clean up.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.