Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Distraction; Workload; Training / Qualification
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew FLC complied w / Automation / Advisory
Environment - Non Weather Related; Human Factors
Shortly after takeoff after acceleration altitude on a Flaps 1 takeoff Runway XR ZZZ. As we were accelerating to Flaps Up speed (approximately 210 knots); I contacted Departure Control and received a somewhat wordy response. I allowed myself to be distracted as the Pilot Monitoring (PM) and missed the fact that we accelerated through our Flaps Up speed. We got a Master Warning Flap Overspeed indication. The Pilot Flying (PF) immediately decelerated and commanded Flaps Up. The Flaps automatically retract at 210 knots; but we received a Flap Overspeed ECAM message. We continued the flight to destination; wrote up the incident in the Log Book and discussed with maintenance at ZZZ1. Distraction talking to ATC during acceleration phase of takeoff. Recency of experience may have played a role here as well.I as the PM; should have either contacted ATC earlier in the acceleration phase of the takeoff or waited until we were flaps up before calling ATC. This was a relatively heavy aircraft with a big speed (and time) gap between acceleration altitude and flaps up speed. The PF should have pitched up to avoid accelerating through flaps up speed as the PM was responding to an unusually long ATC transmission. Either one of the recommended PM or PF actions would have trapped this error. The aircraft was inspected and is in service today.
Air carrier Captain reported experiencing a flap overspeed during initial climb and cited distraction while talking to ATC and recency of experience as contributing factors.