A DO328 FLC EXCEEDS THE FLAPS EXTENDED SPD ON THEIR ACFT DURING CLB TO CRUISE ALT N OF PIT; PA.

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WE WERE DEPARTING OUT OF PIT AND WE WERE ASSIGNED A 360 DEG HDG. OUR COMPANY PROCS ARE TO CLB TO 500 FT ON RWY HEADING BEFORE TURNING TO ASSIGNED HEADINGS. AT 500 FT; THE PNF CALLS '500 FT' AND THE PF CALLS 'FLAPS UP.' JUST BEFORE THE 500 FT CALL; THE TWR CALLED TFC THAT WOULD BE 1000 FT ABOVE US ONCE WE LEVELED OFF. I WAS THE PF; MY FO WAS THE PNF. MY FO; THE PNF; NEVER MADE THE '500 FT' CALL AND THE FLAPS WERE NOT RETRACTED FROM 12 DEGS TO 0 DEGS. AT APPROX 1500 FT AGL TO 2000 FT AGL; I TURNED ON THE AUTOPLT SO I COULD DIVERT SOME OF MY ATTN TO LOOK FOR THE TFC. WE BOTH WERE FOCUSING ON LOCATING THE TFC. MY FO CALLED '1500 FT;' WHICH IS COMPANY PROC TO CALL FOR THE AFTER TKOF CHKS. I CALLED FOR THE AFTER TKOF CHK AT THAT TIME; FLAPS UP ARE PART OF THE AFTER TKOF CHKLIST AND FLAPS UP WAS MISSED BY THE PNF. I DID NOT NOTICE THE EXTRA DRAG BECAUSE THE AUTOPLT WAS ON AND THE AIRPLANE WAS PERFORMING WELL. THE AIRPLANE WAS SOMEWHAT HVY THAT NIGHT AND WAS CLBING 2000 FPM THROUGH 10000 FT; AND 1500 FPM ALL THE WAY TO 19000 FT; WHICH WOULD BE NORMAL. THE AIRSPD WAS BTWN 180 KTS AND 190 KTS DURING THE CLB. ONCE WE LEVELED OFF; THE AIRPLANE SLOWLY ACCELERATED. WE GOT A 'FLAP OVERSPD' CAS ONCE WE HIT 200 KTS. THE LIMITATION FOR FLAPS 12 DEGS IS 200 KTS. MY FO QUICKLY SELECTED FLAPS UP AND THE SPD NEVER REACHED 201 KTS. THE CAS EXTINGUISHED BY 201 KTS AND THE FLAPS INDICATED ZERO DEGS. ACCORDING TO COMPANY POLICY; WHEN A CAS IS EXTINGUISHED NO FURTHER ACTION IS REQUIRED. WE ALLOWED OURSELVES TO BE DISTRACTED DUE TO THE TFC. THIS RESULTED IN THE LIMITATIONS TO BE EXCEEDED FLAPS 12 DEGS 200 KTS. MAX ALT FLAPS EXTENDED; 18000 FT. SUPPLEMENTAL INFO FROM ACN 530364: IN THIS CASE I UNINTENTIONALLY FORGOT THE 500 FT CALL DUE TO THE DISTR OF RESETTING THE HEADING BUG; RESPONDING TO ATC; ETC; AND THE FLAPS WERE INADVERTENTLY LEFT IN THE TKOF POS (12 DEGS). THE PF CALLED FOR THE AFTER TKOF CHKS WHICH I COMPLETED INCLUDING PLACING MY HAND ON THE FLAP CTL TO ENSURE IT WAS IN THE RETRACTED DETENT. I DID NOT EITHER PUSH UP HARD ENOUGH OR THE DARK COCKPIT AND MY HAND BLOCKED ME FROM OBSERVING THE TRUE POS OF THE FLAPS. FAILURE TO RECOGNIZE THE EARLY TURN AS A DISTR TO NORMAL OPS AND FAILURE TO CONFIRM THE FLAP POS USING THE INDICATOR INSTEAD OF THE HANDLE ITSELF WERE CONTRIBUTING FACTORS THAT CAUSED US TO ACCIDENTALLY EXCEED THE FLAP SPD AND ALT.