Narrative:

Assigned a tampa 2 departure SID with the exception to fly heading of 210 degrees. During taxi out, runway changed to 18L from 18R. Both first officer and I got out our airport diagrams which we laid on top of our tampa 2 sids. Reaching runway 18L, cleared for immediate takeoff and turn to 210 degrees. Passing through 3000 ft, turned to 360 degrees and switched to ZJX. Shortly after passing through 10000 ft, controller called out VFR traffic 12 O'clock, altitude unknown. Aircraft was connected to autoplt and engaged in performance climb mode so both the first officer and I could scan outside for the traffic. Except for cursory glances inside we both continued to scan for the VFR traffic which we never did see visually or on the TCASII. Controller finally called us free of traffic and asked us our speed. We said we were at 300 KTS and he asked us if we were aware of the speed restriction on the tampa 2 SID. We answered that we had overlooked it. We asked him what speed he would like us at and he said normal speed. Speed restrictions on a climb should be issued by clearance delivery so we can set them in our equipment. If 250 KT speed restriction out of 10000 ft is not very common, the controller should advise us of it when we are switched to him. The tampa 2 SID says it is a vector and the 250 KT restriction is not shown on the graphic. We took off on a runway (18L) and were issued a heading that was contrary to the published legend on the SID. If 250 KT restriction on a SID is very new and potentially very confusing, clearance and departure should give us both altitudes and speeds to follow when deviating from normal standard procedures.

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Original NASA ASRS Text

Title: FLC OF AN MLG ACR ACFT FAILED TO MEET SID SPD RESTRICTION.

Narrative: ASSIGNED A TAMPA 2 DEP SID WITH THE EXCEPTION TO FLY HDG OF 210 DEGS. DURING TAXI OUT, RWY CHANGED TO 18L FROM 18R. BOTH FO AND I GOT OUT OUR ARPT DIAGRAMS WHICH WE LAID ON TOP OF OUR TAMPA 2 SIDS. REACHING RWY 18L, CLRED FOR IMMEDIATE TKOF AND TURN TO 210 DEGS. PASSING THROUGH 3000 FT, TURNED TO 360 DEGS AND SWITCHED TO ZJX. SHORTLY AFTER PASSING THROUGH 10000 FT, CTLR CALLED OUT VFR TFC 12 O'CLOCK, ALT UNKNOWN. ACFT WAS CONNECTED TO AUTOPLT AND ENGAGED IN PERFORMANCE CLB MODE SO BOTH THE FO AND I COULD SCAN OUTSIDE FOR THE TFC. EXCEPT FOR CURSORY GLANCES INSIDE WE BOTH CONTINUED TO SCAN FOR THE VFR TFC WHICH WE NEVER DID SEE VISUALLY OR ON THE TCASII. CTLR FINALLY CALLED US FREE OF TFC AND ASKED US OUR SPD. WE SAID WE WERE AT 300 KTS AND HE ASKED US IF WE WERE AWARE OF THE SPD RESTRICTION ON THE TAMPA 2 SID. WE ANSWERED THAT WE HAD OVERLOOKED IT. WE ASKED HIM WHAT SPD HE WOULD LIKE US AT AND HE SAID NORMAL SPD. SPD RESTRICTIONS ON A CLB SHOULD BE ISSUED BY CLRNC DELIVERY SO WE CAN SET THEM IN OUR EQUIP. IF 250 KT SPD RESTRICTION OUT OF 10000 FT IS NOT VERY COMMON, THE CTLR SHOULD ADVISE US OF IT WHEN WE ARE SWITCHED TO HIM. THE TAMPA 2 SID SAYS IT IS A VECTOR AND THE 250 KT RESTRICTION IS NOT SHOWN ON THE GRAPHIC. WE TOOK OFF ON A RWY (18L) AND WERE ISSUED A HDG THAT WAS CONTRARY TO THE PUBLISHED LEGEND ON THE SID. IF 250 KT RESTRICTION ON A SID IS VERY NEW AND POTENTIALLY VERY CONFUSING, CLRNC AND DEP SHOULD GIVE US BOTH ALTS AND SPDS TO FOLLOW WHEN DEVIATING FROM NORMAL STANDARD PROCS.

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.