Narrative:

In toronto terminal area on climb with clearance to 7000 ft captain accelerated to 320 KTS passing 250 KTS. Attention was called by me to airspeed above 250 KTS. Captain ignored callout passing 270 KTS. Again, I brought up airspeed deviation. Captain again ignored callout. Passing 290 KTS I reminded captain of airspeed limitation in canada when not cleared above 10000 ft. Captain replied that in canada no airspeed restriction below 10000 ft applied. I replied that my understanding was different and asked him to slow until I could call toronto departure for clarification. At that time departure called and asked our airspeed. They informed us maximum speed below 10000 ft in their airspace was 250 KTS. As a copilot when captain ignores your input he leaves you with a difficult choice. There is always the chance that the copilot is wrong. So how much do you push? Cockpit resource management should teach the captain to at least consider any question from his crew and evaluate. Prudence would have suggested inquiring speed restriction if in doubt. This is age old problem of coplts. How can I prevent a recurrence? Good question. Good capts consider the copilot in decision making. Unfortunately there are more capts than you would like to believe that think cockpit resource management and coplts are not necessary. I really get tired of capts placing my license in jeopardy with the above attitude. It is not the norm but it happens enough to get my attention and cause me to write these reports. Bottom line: copilot is not PIC but at recent incidents he is held responsible for flight. Responsible but has no authority. How do you discharge responsibility without authority -- mutiny. Well, they use to hang you for that. I understand both sides since I have been a captain at 3 separate airlines and PIC in the navy.

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Original NASA ASRS Text

Title: EXCEEDED SPD RESTRICTION PER CANADIAN REGS.

Narrative: IN TORONTO TERMINAL AREA ON CLB WITH CLRNC TO 7000 FT CAPT ACCELERATED TO 320 KTS PASSING 250 KTS. ATTN WAS CALLED BY ME TO AIRSPD ABOVE 250 KTS. CAPT IGNORED CALLOUT PASSING 270 KTS. AGAIN, I BROUGHT UP AIRSPD DEV. CAPT AGAIN IGNORED CALLOUT. PASSING 290 KTS I REMINDED CAPT OF AIRSPD LIMITATION IN CANADA WHEN NOT CLRED ABOVE 10000 FT. CAPT REPLIED THAT IN CANADA NO AIRSPD RESTRICTION BELOW 10000 FT APPLIED. I REPLIED THAT MY UNDERSTANDING WAS DIFFERENT AND ASKED HIM TO SLOW UNTIL I COULD CALL TORONTO DEP FOR CLARIFICATION. AT THAT TIME DEP CALLED AND ASKED OUR AIRSPD. THEY INFORMED US MAX SPD BELOW 10000 FT IN THEIR AIRSPACE WAS 250 KTS. AS A COPLT WHEN CAPT IGNORES YOUR INPUT HE LEAVES YOU WITH A DIFFICULT CHOICE. THERE IS ALWAYS THE CHANCE THAT THE COPLT IS WRONG. SO HOW MUCH DO YOU PUSH? COCKPIT RESOURCE MGMNT SHOULD TEACH THE CAPT TO AT LEAST CONSIDER ANY QUESTION FROM HIS CREW AND EVALUATE. PRUDENCE WOULD HAVE SUGGESTED INQUIRING SPD RESTRICTION IF IN DOUBT. THIS IS AGE OLD PROBLEM OF COPLTS. HOW CAN I PREVENT A RECURRENCE? GOOD QUESTION. GOOD CAPTS CONSIDER THE COPLT IN DECISION MAKING. UNFORTUNATELY THERE ARE MORE CAPTS THAN YOU WOULD LIKE TO BELIEVE THAT THINK COCKPIT RESOURCE MGMNT AND COPLTS ARE NOT NECESSARY. I REALLY GET TIRED OF CAPTS PLACING MY LICENSE IN JEOPARDY WITH THE ABOVE ATTITUDE. IT IS NOT THE NORM BUT IT HAPPENS ENOUGH TO GET MY ATTN AND CAUSE ME TO WRITE THESE RPTS. BOTTOM LINE: COPLT IS NOT PIC BUT AT RECENT INCIDENTS HE IS HELD RESPONSIBLE FOR FLT. RESPONSIBLE BUT HAS NO AUTHORITY. HOW DO YOU DISCHARGE RESPONSIBILITY WITHOUT AUTHORITY -- MUTINY. WELL, THEY USE TO HANG YOU FOR THAT. I UNDERSTAND BOTH SIDES SINCE I HAVE BEEN A CAPT AT 3 SEPARATE AIRLINES AND PIC IN THE NAVY.

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.