Narrative:

The tower cleared us to turn right to 360 degree heading after takeoff from runway 15. At 400 ft, first officer engaged heading select and I rolled aircraft into a 30 degree bank to right. The first thing I noticed was the flight director roll bar was not commanding the proper turn and first officer stated heading bug was more than 180 degrees around so the opposite turn was being commanded. At 1000 ft, I called for flaps 1 degree and VNAV and first officer selected F1 and VNAV. The airspeed bug changed to 220 KTS as the flaps retracted to 1 degree. At the same time departure control cleared us to climb with no speed limit. Since we were almost to 3100 ft AGL and nearly on our heading, I asked the first officer to delete our speed. I noticed first officer tried to delete our climb speed and FMC annunciated invalid delete. I advised the first officer that he could delete the speed restr but would also have to select economy climb before the airspeed bug would command an acceleration. About this time we began to level off at 5000 ft and to keep the throttles from reducing power, I selected level change and dialed speed to 300 KTS. I began to feel the rumble at about 230 KTS but it wasn't until 240 KTS that I realized the flaps were still at 1 degree. I immediately called for flaps up and reduced throttles to idle as the airspeed approached 250 KTS. By the time the flaps were up, the FMC climb was set up properly so first officer reselected VNAV and aircraft accelerated to 300 KTS. The takeoff is always a busy time and then I added additional workload to myself and the first officer by doing a nonstandard climb (leaving flaps at 1 degree during a low speed 180 degree turn to keep the turn radius small). I then became distraction by the no speed restr clearance. Even then we would have stayed within limits if I had not changed the climb mode without the first officer's knowledge so he was not able to monitor and challenge my actions.

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Original NASA ASRS Text

Title: B737-500 FLC EXCEEDS MAX FLAP SPD CLB OUT OF IAH.

Narrative: THE TWR CLRED US TO TURN R TO 360 DEG HDG AFTER TKOF FROM RWY 15. AT 400 FT, FO ENGAGED HDG SELECT AND I ROLLED ACFT INTO A 30 DEG BANK TO R. THE FIRST THING I NOTICED WAS THE FLT DIRECTOR ROLL BAR WAS NOT COMMANDING THE PROPER TURN AND FO STATED HDG BUG WAS MORE THAN 180 DEGS AROUND SO THE OPPOSITE TURN WAS BEING COMMANDED. AT 1000 FT, I CALLED FOR FLAPS 1 DEG AND VNAV AND FO SELECTED F1 AND VNAV. THE AIRSPD BUG CHANGED TO 220 KTS AS THE FLAPS RETRACTED TO 1 DEG. AT THE SAME TIME DEP CTL CLRED US TO CLB WITH NO SPD LIMIT. SINCE WE WERE ALMOST TO 3100 FT AGL AND NEARLY ON OUR HDG, I ASKED THE FO TO DELETE OUR SPD. I NOTICED FO TRIED TO DELETE OUR CLB SPD AND FMC ANNUNCIATED INVALID DELETE. I ADVISED THE FO THAT HE COULD DELETE THE SPD RESTR BUT WOULD ALSO HAVE TO SELECT ECONOMY CLB BEFORE THE AIRSPD BUG WOULD COMMAND AN ACCELERATION. ABOUT THIS TIME WE BEGAN TO LEVEL OFF AT 5000 FT AND TO KEEP THE THROTTLES FROM REDUCING PWR, I SELECTED LEVEL CHANGE AND DIALED SPD TO 300 KTS. I BEGAN TO FEEL THE RUMBLE AT ABOUT 230 KTS BUT IT WASN'T UNTIL 240 KTS THAT I REALIZED THE FLAPS WERE STILL AT 1 DEG. I IMMEDIATELY CALLED FOR FLAPS UP AND REDUCED THROTTLES TO IDLE AS THE AIRSPD APCHED 250 KTS. BY THE TIME THE FLAPS WERE UP, THE FMC CLB WAS SET UP PROPERLY SO FO RESELECTED VNAV AND ACFT ACCELERATED TO 300 KTS. THE TKOF IS ALWAYS A BUSY TIME AND THEN I ADDED ADDITIONAL WORKLOAD TO MYSELF AND THE FO BY DOING A NONSTANDARD CLB (LEAVING FLAPS AT 1 DEG DURING A LOW SPD 180 DEG TURN TO KEEP THE TURN RADIUS SMALL). I THEN BECAME DISTR BY THE NO SPD RESTR CLRNC. EVEN THEN WE WOULD HAVE STAYED WITHIN LIMITS IF I HAD NOT CHANGED THE CLB MODE WITHOUT THE FO'S KNOWLEDGE SO HE WAS NOT ABLE TO MONITOR AND CHALLENGE MY ACTIONS.

Data retrieved from NASA's ASRS site as of July 2007 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.