Narrative:

On departure out of slc, on a flight to pih, slc tower told us to maintain visibility with X flight, still on runway in position for takeoff. We told slc tower we did have company in sight. As X was on its takeoff roll we were cleared for takeoff. Once with slc departure we were cleared to 14000' and as we climbed I accelerated our aircraft to 180 KTS for better forward visibility. During the climb slc departure asked X his speed and was informed his speed was 140 KTS. Slc departure told us to decrease to 140 KTS. We did comply, though at that speed with the nose so high to maintain 140 KTS we lost sight of the other flight X. To reacquire the other aircraft T, I s-turned our aircraft, but to no avail. We informed departure controller we had lost X. At that point slc departure told us that traffic was ahead 3.5 mi and that we were cleared own navigation V21 and maintain 13000'. Our original clearance was to maintain runway heading. As I reached 13000' the first officer and I reacquired visibility on X, though we did not inform slc departure of this. As I reached 13000' I lowered the nose and accelerated the aircraft to 200 KTS. Having been told that spacing was 3.5 and being cleared on course we forgot about the 140 KTS restriction. Slc departure gave us a vector of 030 degrees and asked us our airspeed. We informed him we were showing 205 KTS. Slc departure informed us that we were still restr to 140 KTS, at which time I decelerated the aircraft as fast as possible to 140 KTS. Realizing that there was a problem, we offered to go VFR on top to help the controller out. Slc departure gave us a vector to 330 degrees and told us to contact slc departure #2. The first officer apologized and we switched to the #2 slc departure controller and told him we were level at 13000', heading 330 degrees and 140 KTS. #2 slc departure cleared us to 14000' and cleared direct pih, after which the rest of the flight was normal. As an observation and also a lesson to be learned, I have noticed that during an arrival phase into the airport area it is much easier to be tuned into a possible speed restriction, as to say at some areas I will be able to anticipate it coming, whereas during the departure phase I find it much rarer to receive a speed restriction. I don't like to have such a slow speed in climb in this type aircraft as the nose is up too high to be able to avoid possible conflicts. I don't think this is a very good excuse for busting a speed restriction, as just telling the controller I was uncomfortable would have been much better. I don't think this situation caused a traffic conflict. I think we were nearing the controller's minimum horizontal sep requirement and he got annoyed.

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Original NASA ASRS Text

Title: FLT CREW OF LTT REACHING CRUISE ACCELERATED THE ACFT FORGETTING THEY HAD A SPEED RESTRICTION OF 140 KTS.

Narrative: ON DEP OUT OF SLC, ON A FLT TO PIH, SLC TWR TOLD US TO MAINTAIN VIS WITH X FLT, STILL ON RWY IN POS FOR TKOF. WE TOLD SLC TWR WE DID HAVE COMPANY IN SIGHT. AS X WAS ON ITS TKOF ROLL WE WERE CLRED FOR TKOF. ONCE WITH SLC DEP WE WERE CLRED TO 14000' AND AS WE CLBED I ACCELERATED OUR ACFT TO 180 KTS FOR BETTER FORWARD VISIBILITY. DURING THE CLB SLC DEP ASKED X HIS SPD AND WAS INFORMED HIS SPD WAS 140 KTS. SLC DEP TOLD US TO DECREASE TO 140 KTS. WE DID COMPLY, THOUGH AT THAT SPD WITH THE NOSE SO HIGH TO MAINTAIN 140 KTS WE LOST SIGHT OF THE OTHER FLT X. TO REACQUIRE THE OTHER ACFT T, I S-TURNED OUR ACFT, BUT TO NO AVAIL. WE INFORMED DEP CTLR WE HAD LOST X. AT THAT POINT SLC DEP TOLD US THAT TFC WAS AHEAD 3.5 MI AND THAT WE WERE CLRED OWN NAV V21 AND MAINTAIN 13000'. OUR ORIGINAL CLRNC WAS TO MAINTAIN RWY HDG. AS I REACHED 13000' THE F/O AND I REACQUIRED VIS ON X, THOUGH WE DID NOT INFORM SLC DEP OF THIS. AS I REACHED 13000' I LOWERED THE NOSE AND ACCELERATED THE ACFT TO 200 KTS. HAVING BEEN TOLD THAT SPACING WAS 3.5 AND BEING CLRED ON COURSE WE FORGOT ABOUT THE 140 KTS RESTRICTION. SLC DEP GAVE US A VECTOR OF 030 DEGS AND ASKED US OUR AIRSPD. WE INFORMED HIM WE WERE SHOWING 205 KTS. SLC DEP INFORMED US THAT WE WERE STILL RESTR TO 140 KTS, AT WHICH TIME I DECELERATED THE ACFT AS FAST AS POSSIBLE TO 140 KTS. REALIZING THAT THERE WAS A PROB, WE OFFERED TO GO VFR ON TOP TO HELP THE CTLR OUT. SLC DEP GAVE US A VECTOR TO 330 DEGS AND TOLD US TO CONTACT SLC DEP #2. THE F/O APOLOGIZED AND WE SWITCHED TO THE #2 SLC DEP CTLR AND TOLD HIM WE WERE LEVEL AT 13000', HDG 330 DEGS AND 140 KTS. #2 SLC DEP CLRED US TO 14000' AND CLRED DIRECT PIH, AFTER WHICH THE REST OF THE FLT WAS NORMAL. AS AN OBSERVATION AND ALSO A LESSON TO BE LEARNED, I HAVE NOTICED THAT DURING AN ARR PHASE INTO THE ARPT AREA IT IS MUCH EASIER TO BE TUNED INTO A POSSIBLE SPD RESTRICTION, AS TO SAY AT SOME AREAS I WILL BE ABLE TO ANTICIPATE IT COMING, WHEREAS DURING THE DEP PHASE I FIND IT MUCH RARER TO RECEIVE A SPD RESTRICTION. I DON'T LIKE TO HAVE SUCH A SLOW SPD IN CLB IN THIS TYPE ACFT AS THE NOSE IS UP TOO HIGH TO BE ABLE TO AVOID POSSIBLE CONFLICTS. I DON'T THINK THIS IS A VERY GOOD EXCUSE FOR BUSTING A SPD RESTRICTION, AS JUST TELLING THE CTLR I WAS UNCOMFORTABLE WOULD HAVE BEEN MUCH BETTER. I DON'T THINK THIS SITUATION CAUSED A TFC CONFLICT. I THINK WE WERE NEARING THE CTLR'S MINIMUM HORIZ SEP REQUIREMENT AND HE GOT ANNOYED.

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.