Narrative:

We were approximately twenty miles northeast of the airport around 4;000 ft MSL; deviating west around a thunderstorm that was located ten miles northeast on the final for runway xx. ATC asked if we had a visual on the airport. We replied no; but we should have in about five miles. ATC said fly direct the FAF; cleared RNAV GPS xx. We said unable GPS xx. They then asked can we accept VOR xx. We replied negative; there is a thunderstorm on final for runway xx. They then told us to turn due north and climb to 8;000 ft. We responded we are VFR and would like to continue on this heading for one minute and we will be able to see the airport for a visual.the supervisor then came on and aggressively started asking questions about why we couldn't accept the approach for runway xx. We then stated we had the field in sight and requested runway yy because there was a rain shaft all the way to about a two mile final on runway xx. The controller still did not understand where the thunderstorm was and challenged us about requesting runway yy. We restated unable runway xx and requested runway yy. He switched us to tower midfield downwind for runway yy.I was the pilot flying and had descended to 2;000 ft and was slowing to 210 KTS. I [called for] flaps five as the first officer was calling tower. I looked down at the airspeed as I requested flaps and it indicated 230 KTS. I said [to] hold on the flaps; but he had already positioned the flaps to the handle position for five. The flaps were just starting to come down and he repositioned the handle to flaps one and the flaps stopped at position one. Tower then cleared us for landing runway yy. We continued with a normal approach to landing and early arrival at the gate. There were no windshear advisories and all wind limits and performance limits were met for a safe visual approach and landing to runway yy.I always look at airspeed before calling for flaps; but was distracted by ATC this time. The FMC did not indicate a flap overspeed message; but I don't think this aircraft has been programmed for that yet. The fdr may indicate a flap overspeed due to handle position; however the flaps never went past flaps one over 230 KTS; which is the placard limit. We both saw the airspeed as the flaps came down and agreed it was right at or below 230 KTS; so I did not make a logbook entry due to being at the placard limit. However; this made me even more diligent at looking at the airspeed before flap selection and not letting ATC distractions override aircraft control.

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Original NASA ASRS Text

Title: A B737-500 flight crew narrowly avoided a flap overspeed during configuration for approach and landing. A conflict with ATC regarding runway selection and convective weather in the vicinity was the source of the distraction.

Narrative: We were approximately twenty miles NE of the airport around 4;000 FT MSL; deviating west around a thunderstorm that was located ten miles NE on the final for Runway XX. ATC asked if we had a visual on the airport. We replied no; but we should have in about five miles. ATC said fly direct the FAF; cleared RNAV GPS XX. We said unable GPS XX. They then asked can we accept VOR XX. We replied negative; there is a thunderstorm on final for Runway XX. They then told us to turn due north and climb to 8;000 FT. We responded we are VFR and would like to continue on this heading for one minute and we will be able to see the airport for a visual.The Supervisor then came on and aggressively started asking questions about why we couldn't accept the approach for Runway XX. We then stated we had the field in sight and requested Runway YY because there was a rain shaft all the way to about a two mile final on Runway XX. The Controller still did not understand where the thunderstorm was and challenged us about requesting Runway YY. We restated unable Runway XX and requested Runway YY. He switched us to Tower midfield downwind for Runway YY.I was the pilot flying and had descended to 2;000 FT and was slowing to 210 KTS. I [called for] flaps five as the First Officer was calling Tower. I looked down at the airspeed as I requested flaps and it indicated 230 KTS. I said [to] hold on the flaps; but he had already positioned the flaps to the handle position for five. The flaps were just starting to come down and he repositioned the handle to flaps one and the flaps stopped at position one. Tower then cleared us for landing Runway YY. We continued with a normal approach to landing and early arrival at the gate. There were no windshear advisories and all wind limits and performance limits were met for a safe visual approach and landing to Runway YY.I always look at airspeed before calling for flaps; but was distracted by ATC this time. The FMC did not indicate a flap overspeed message; but I don't think this aircraft has been programmed for that yet. The FDR may indicate a flap overspeed due to handle position; however the flaps never went past flaps one over 230 KTS; which is the placard limit. We both saw the airspeed as the flaps came down and agreed it was right at or below 230 KTS; so I did not make a logbook entry due to being at the placard limit. However; this made me even more diligent at looking at the airspeed before flap selection and not letting ATC distractions override aircraft control.

Data retrieved from NASA's ASRS site as of April 2012 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.