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.