Narrative:

Departing 7R vhhh crew received the ocean 2A RNAV departure and the first officer (first officer) loaded the hard speed restriction of 220 knots at td (tung lung) and we confirmed the restriction during review of the SID prior to the pre-start checklist. Normal taxi and takeoff checks completed with the first officer flying the leg home. The first officer engaged the autopilot shortly after takeoff and 'flaps 5' was called as the aircraft accelerated passing 1000 feet. Captain raised the flaps to 5 and noticed a slight airspeed deceleration of 5 knots below flaps 5 bug and called it out. Checked in with departure and received a 'high speed climb' from the controller. The first officer called for 'flaps 1' near 200 knots as the captain was deleting the 250 knot speed restriction on the FMC VNAV climb page.shortly after the right turn at porpa and a climb to 9000 feet was received; the first officer called for 'flaps up' at the 'up bug' near 240 knots. With roughly an 8 NM straight away before reaching td; the captain raised the flaps and noticed the lower amber speed foot begin to rise with flap movement as expected; however the airspeed started to decay below 240 knots and captain stated 'watch your speed'. Not sure if the autopilot kicked off or the first officer disengaged it; however the fc (hero of the day on his 1st trip off IOE) stood up and yelled 'speed' and 'lower flaps' as the autopilot warning horn sounded. The throttles were shoved forward as the flaps were lowered to 1. With the airspeed back under control and aircraft still in the climb accelerating; the first officer hooked up the autopilot again; only to find the same result (insult to injury) but this time both pilots noticed the throttles moving aft.with the warning horn again; captain opened the speed window on the MCP; rolled the speed up to 300 knots and commanded the first officer to hand fly the aircraft until the aircraft was trimmed up at level off and on the speed bug. Once the aircraft was under control with the autopilot successfully engaged (well past the speed point on the SID); the crew realized that the 220 knot speed entered manually prior to departure was the limiting factor (gotcha)! In other words...the autopilot was doing exactly what we programmed it to do!my guard was down a notch; flying with an experienced first officer who has flown hong kong multiple times. I should have addressed the ramifications of the slow speed restriction on the departure with flap usage while maneuvering. The unexpected 'high speed' call after departure through me off of my normal routine and I failed to catch the slow speed restriction still remaining 'in the box' my bust!note to self and other crews to avoid this trap: always brief leaving the flaps out 1 or 5 when maneuvering is required; published or expected on a departure SID; especially with a heavy 777. Also; ensure you eliminate any speed restriction (self-imposed or otherwise) on the FMC legs page before raising the flaps beyond 1.it was noted later in cruise flight; that at our take off gross weight; the flaps up stall speed was 199 knots and clean min maneuvering speed was 256 knots. This will become part of my personal takeoff brief in the future and is highly recommended anytime you're limited to slow speed maneuvering in the departure corridor.a well-deserved pat on the back goes to fc for being the least experienced crew member on the flight deck; yet not intimidated to call out the obvious when the sirens were blazing! I commend this fine pilot for his professionalism during this startling event which caught the best of us off guard.

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Original NASA ASRS Text

Title: A B777 flight crew departed VHHH flying the OCEAN 2 RNAV. After ATC removed the 220 knot constraint the MCP speed select was changed but the FMC remained at 220 knots which prevented the aircraft from accelerating after flap retraction.

Narrative: Departing 7R VHHH crew received the Ocean 2A RNAV departure and the First Officer (FO) loaded the hard speed restriction of 220 knots at TD (Tung Lung) and we confirmed the restriction during review of the SID prior to the pre-start checklist. Normal taxi and takeoff checks completed with the FO flying the leg home. The FO engaged the autopilot shortly after takeoff and 'flaps 5' was called as the aircraft accelerated passing 1000 feet. Captain raised the flaps to 5 and noticed a slight airspeed deceleration of 5 knots below flaps 5 bug and called it out. Checked in with departure and received a 'High Speed Climb' from the controller. The FO called for 'flaps 1' near 200 knots as the captain was deleting the 250 knot speed restriction on the FMC VNAV climb page.Shortly after the right turn at PORPA and a climb to 9000 feet was received; the FO called for 'flaps up' at the 'up bug' near 240 knots. With roughly an 8 NM straight away before reaching TD; the captain raised the flaps and noticed the lower amber speed foot begin to rise with flap movement as expected; however the airspeed started to decay below 240 knots and captain stated 'watch your speed'. Not sure if the autopilot kicked off or the FO disengaged it; however the FC (hero of the day on his 1st trip off IOE) stood up and yelled 'Speed' and 'Lower Flaps' as the autopilot warning horn sounded. The throttles were shoved forward as the flaps were lowered to 1. With the airspeed back under control and aircraft still in the climb accelerating; the FO hooked up the autopilot again; only to find the same result (insult to injury) but this time both pilots noticed the throttles moving aft.With the warning horn again; captain opened the speed window on the MCP; rolled the speed up to 300 knots and commanded the FO to hand fly the aircraft until the aircraft was trimmed up at level off and on the speed bug. Once the aircraft was under control with the autopilot successfully engaged (well past the speed point on the SID); the crew realized that the 220 knot speed entered manually prior to departure was the limiting factor (GOTCHA)! In other words...the autopilot was doing exactly what we programmed it to do!My guard was down a notch; flying with an experienced FO who has flown Hong Kong multiple times. I should have addressed the ramifications of the slow speed restriction on the departure with flap usage while maneuvering. The unexpected 'High Speed' call after departure through me off of my normal routine and I failed to catch the slow speed restriction still remaining 'in the box' My bust!Note to self and other crews to avoid this trap: Always brief leaving the flaps out 1 or 5 when maneuvering is required; published or expected on a departure SID; especially with a heavy 777. Also; ensure you eliminate any speed restriction (self-imposed or otherwise) on the FMC legs page before raising the flaps beyond 1.It was noted later in cruise flight; that at our Take Off Gross Weight; the flaps up stall speed was 199 knots and clean min maneuvering speed was 256 knots. This will become part of my personal takeoff brief in the future and is highly recommended anytime you're limited to slow speed maneuvering in the departure corridor.A well-deserved pat on the back goes to FC for being the least experienced crew member on the flight deck; yet not intimidated to call out the obvious when the sirens were blazing! I commend this fine pilot for his professionalism during this startling event which caught the best of us off guard.

Data retrieved from NASA's ASRS site 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.