Narrative:

I was flying as examinee (captain) on a section 609 flight check. The airman in the right seat (acting copilot) was a qualified check airman and dfe. The FAA examiner was seated in the #1 jump seat. During the third of a series of departures, as part of the clean-up, after flap retraction, I ordered 'fl change, speed vref +80.' fl change was called to insure altitude capture as high rates of climb were produced because of cold outside air temperature and light weight. 'Vref +80' (211 KTS) was called to engage autothrottles in speed mode, but they did not engage. The copilot made no call until calling 'sod', I noted the IAS going through 253 KTS and the throttles were still at the takeoff setting. I pulled the throttles to idle, but (according to the FAA examiner's notes) the speed went to 276 KTS before decelerating. I reset the speed window to 240 and reengaged the autothrottles satisfactorily. I believe my copilot (both as copilot and as PIC) should have brought my attention to the exceedance as soon as 211 KTS was passed, or at least soon enough to prevent the airplane from exceeding 250. The duties of a pilot should always include noting and calling possible exceedances and variations, particularly when involved in other than common (routine) operations.

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Original NASA ASRS Text

Title: ACR WDB SPD DEV. EXCEEDED 250 AT 5000 FT ON A PROFICIENCY CHK FLT.

Narrative: I WAS FLYING AS EXAMINEE (CAPT) ON A SECTION 609 FLT CHK. THE AIRMAN IN THE R SEAT (ACTING COPLT) WAS A QUALIFIED CHK AIRMAN AND DFE. THE FAA EXAMINER WAS SEATED IN THE #1 JUMP SEAT. DURING THE THIRD OF A SERIES OF DEPS, AS PART OF THE CLEAN-UP, AFTER FLAP RETRACTION, I ORDERED 'FL CHANGE, SPD VREF +80.' FL CHANGE WAS CALLED TO INSURE ALT CAPTURE AS HIGH RATES OF CLB WERE PRODUCED BECAUSE OF COLD OUTSIDE AIR TEMP AND LIGHT WT. 'VREF +80' (211 KTS) WAS CALLED TO ENGAGE AUTOTHROTTLES IN SPD MODE, BUT THEY DID NOT ENGAGE. THE COPLT MADE NO CALL UNTIL CALLING 'SOD', I NOTED THE IAS GOING THROUGH 253 KTS AND THE THROTTLES WERE STILL AT THE TKOF SETTING. I PULLED THE THROTTLES TO IDLE, BUT (ACCORDING TO THE FAA EXAMINER'S NOTES) THE SPD WENT TO 276 KTS BEFORE DECELERATING. I RESET THE SPD WINDOW TO 240 AND REENGAGED THE AUTOTHROTTLES SATISFACTORILY. I BELIEVE MY COPLT (BOTH AS COPLT AND AS PIC) SHOULD HAVE BROUGHT MY ATTN TO THE EXCEEDANCE AS SOON AS 211 KTS WAS PASSED, OR AT LEAST SOON ENOUGH TO PREVENT THE AIRPLANE FROM EXCEEDING 250. THE DUTIES OF A PLT SHOULD ALWAYS INCLUDE NOTING AND CALLING POSSIBLE EXCEEDANCES AND VARIATIONS, PARTICULARLY WHEN INVOLVED IN OTHER THAN COMMON (ROUTINE) OPS.

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.