I'm not sure that's correct - I don't think the speed limit is restricted to 200KIAS or less if it requires you to stay configured - operational or safety necessity would negate that. In this case, operational, and I'd settle for clean speed.

Fwiw, there's a note on the flight plan leaving MDW stating the Class B speed limit should not be complied with - overhead ORD airspace starts at 3,600. Odd that if this is an issue at all, TRACON can waive it with a handshake agreement.

There are many departures that require delaying cleanup to meet speed restrictions. Just came out of MEX where you have to do that. Many departures in a Europe require the same.

I am just going by what the rule states and what Mother Malone stated in class. She had a virtually direct line to the Feds.

Yes, and the Feds used it whenever they had a question.

Depends on type and situation. In the limitations on my type it says quite clearly: "Prolonged operation in icing conditions with flaps/slats extended is not allowed". With that clean speed becomes the minimum safe airspeed.

an airplane is allowed to exceed 250kias after departure if operations warrent. Accelerating to CMS ASAP is warranted in a heavy weight situation. If the departure SID has speed limits then ATC needs to be informed of your new climb speed in excess of the SID posted speed. Even at LAX or ORD.

Even though the FARs specifically allow operation above 250KIAS when necessary, it is always worth mentioning that you will need a higher speed when calling for clearance, and also when checking in with departure control. (Say, "We need 285 minimum in the climb). Also, at someplace like Ohare, where the SID says 250 till advised, be sure to wait till cleared for normal speed before accelerating.

Joe

Mexico and Europe have different rules. 250 is routinely exceeded below FL 100 in Europe, just ask. And in Mexico, speed limits are different at different airports and are enforced sporadically just like customs regulations.