Narrative:

On takeoff runway 12 cancun and at 400 ft I called for heading select, at 1000 ft called for flaps 1 degree, speed 210 KTS, climb power. The captain replied that he would select level change and 210 KTS, to get vbars-flight director. At 2000 ft, I leveled on runway heading and called flaps up, checklist after takeoff. I assumed level change on the mode control panel would hold 210 KTS as selected. I forgot the autothrottle was inoperative and power was not retarded on level off. Thus, acceleration in excess required. At 2000 ft the captain was distracted by cumulonimbus and rain showers and was adjusting radar, directed me to a certain heading for WX, while cancun said turn left direct parra. In the turn the captain said watch your airspeed, and I noticed us passing 265 KTS. I then retarded the thrust levers, wondering what happened with the level change 210 KTS speed selected, and realized level change will not work without the autothrottle function to control MCP speed. There was no mention of the speed on our departure by cancun or merida control, and we continued on our way, climbing to FL350. Events leading to this mistake: not receiving departure clearance until taxi out. Not able to get cancun ATC to reread slowly in english our exact clearance. Asking 3 times to repeat and spell in english the exact clearance. Then being rushed on departure as traffic was waiting behind us to depart. Also, I assumed level change would hold my selected airspeed and I neglected to scan proper airspeed control with a failed autothrottle. In addition, this was my first trip on line, IOE on B737-400. The captain could have helped me out if he had not been distracted by radar at low altitude.

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Original NASA ASRS Text

Title: NEW FO FORGOT THAT AUTOTHROTTLES WERE INOP AND WHEN LEVELING AT 2000 FT, EXCEEDED SPD LIMIT.

Narrative: ON TKOF RWY 12 CANCUN AND AT 400 FT I CALLED FOR HEADING SELECT, AT 1000 FT CALLED FOR FLAPS 1 DEG, SPD 210 KTS, CLB PWR. THE CAPT REPLIED THAT HE WOULD SELECT LEVEL CHANGE AND 210 KTS, TO GET VBARS-FLT DIRECTOR. AT 2000 FT, I LEVELED ON RWY HEADING AND CALLED FLAPS UP, CHKLIST AFTER TKOF. I ASSUMED LEVEL CHANGE ON THE MODE CTL PANEL WOULD HOLD 210 KTS AS SELECTED. I FORGOT THE AUTOTHROTTLE WAS INOP AND PWR WAS NOT RETARDED ON LEVEL OFF. THUS, ACCELERATION IN EXCESS REQUIRED. AT 2000 FT THE CAPT WAS DISTRACTED BY CUMULONIMBUS AND RAIN SHOWERS AND WAS ADJUSTING RADAR, DIRECTED ME TO A CERTAIN HEADING FOR WX, WHILE CANCUN SAID TURN L DIRECT PARRA. IN THE TURN THE CAPT SAID WATCH YOUR AIRSPD, AND I NOTICED US PASSING 265 KTS. I THEN RETARDED THE THRUST LEVERS, WONDERING WHAT HAPPENED WITH THE LEVEL CHANGE 210 KTS SPD SELECTED, AND REALIZED LEVEL CHANGE WILL NOT WORK WITHOUT THE AUTOTHROTTLE FUNCTION TO CTL MCP SPD. THERE WAS NO MENTION OF THE SPD ON OUR DEP BY CANCUN OR MERIDA CTL, AND WE CONTINUED ON OUR WAY, CLBING TO FL350. EVENTS LEADING TO THIS MISTAKE: NOT RECEIVING DEP CLRNC UNTIL TAXI OUT. NOT ABLE TO GET CANCUN ATC TO REREAD SLOWLY IN ENGLISH OUR EXACT CLRNC. ASKING 3 TIMES TO REPEAT AND SPELL IN ENGLISH THE EXACT CLRNC. THEN BEING RUSHED ON DEP AS TFC WAS WAITING BEHIND US TO DEPART. ALSO, I ASSUMED LEVEL CHANGE WOULD HOLD MY SELECTED AIRSPD AND I NEGLECTED TO SCAN PROPER AIRSPD CTL WITH A FAILED AUTOTHROTTLE. IN ADDITION, THIS WAS MY FIRST TRIP ON LINE, IOE ON B737-400. THE CAPT COULD HAVE HELPED ME OUT IF HE HAD NOT BEEN DISTRACTED BY RADAR AT LOW ALT.

Data retrieved from NASA's ASRS site as of July 2007 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.