B737-700
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 423
Communication Breakdown; Distraction; Workload
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Human Factors
On climb out from PHX; ATC queried us about our climb speed. This is when we noticed we were climbing at 230 KTS. I noticed flaps were still at one. We corrected the flap position and continued flight. Flap 1 airspeed was never exceeded. I'm not sure whether I called for flaps up or not; but I obviously didn't crosscheck the flap position indicator. So crosschecking and confirming the requested action is needed. We also started to get multiple ACARS messages regarding mountain wave avoidance areas around FTI and CIM. This distraction led to me not keeping an eye on the airspeed. Aviate; navigate; and communicate come to mind.
I (First Officer) became distracted immediately after takeoff and do not remember hearing the 'flaps up' call. I did not put the flaps up. I became distracted by receiving multiple ACARS messages concerning MOD-SEVERE Turbulence plots along our route of flight between PHX and CIM. ATC asked us about our airspeed and we noticed that we were slow on climbout passing FL230 at 230 KIAS and realized that the flaps were still down in position one. We placed the flaps up and continued to accelerate to our normal climbout schedule. Prioritize what is really important in 'critical phases of flight.' During my employment with another Legacy carrier; we had a Climbout Checklist passing 3;000 MSL which was: 1. Flaps; 2. Landing Gear Handle - Off; 3. Autobrakes - Off. Adding that to the FOM and Checklist cards may be worth considering; since we are about to meld different procedures.
A B737 crew failed to recognize the flaps had not been retracted climbing through FL230 because of distraction from numerous ACARS messages regarding enroute mountain waves.