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The flap maneuvering speed schedule provides the recommended maneuvering speed for various flap settings. When the recommended maneuvering speeds are followed, the schedule provides full maneuvering margin or at least 40° of bank capability (25° angle of bank and 15° overshoot) to stick shaker.
The schedule provides speeds that are close to minimum drag and in climb are close to maximum angle of climb speed. In level flight it provides relatively constant pitch attitudes and requires little change in thrust at different flap settings.
Flap Maneuvering Speed Schedule
737-300 - 737-500 The flap maneuvering speed schedule is based on a fixed speed for each flap setting for a range of gross weights and provides full maneuver margin to stick shaker at all weights. The schedule shows maneuvering speeds for airplanes with a Rudder Pressure Reducer (RPR) operating and for airplanes with and without the Rudder System Enhancement Program (RSEP) installed. If the RPR is not operating, refer to the DDPG.

737 Flight Crew Training  Manual
737-600 - 737-900 The flap maneuvering speed schedule is based upon VREF 40 and provides full maneuver margin to stick shaker at all weights. 737-300 - 737-500
Flap Position  At or Below 117,000 LB (53,070 KG)  Above 117,000 LB (53,070 KG) and At or Below 138,500 LB (62,823 KG)  Above 138,500 LB (62,823 KG) 
Flaps UP  210 knots  220 knots  230 knots 
Flaps 1  190 knots  200 knots  210 knots 
Flaps 5  170 knots/ *180 knots  180 knots/ *190 knots  190 knots/ *200 knots 
Flaps 10  160 knots/ *170 knots  170 knots/ *180 knots  180 knots/ *190 knots 
Flaps 15  150 knots  160 knots  170 knots 
Flaps 25  140 knots  150 knots  160 knots 
Flaps 30  VREF 30 
Flaps 40  VREF 40 
*Maneuvering speeds for airplanes without the Rudder System Enhancement Program (RSEP) installed. 

737-600 - 737-900
Flap Position  All Weights 
Flaps UP  VREF 40 + 70 
Flaps 1  VREF 40 + 50 
Flaps 5  VREF 40 + 30 
Flaps 10  VREF 40 + 30 
Flaps 15  VREF 40 + 20 
Flaps 25  VREF 40 + 10 
Flaps 30  VREF 30 
Flaps 40  VREF 40 

Copyright . The Boeing Company. See title page for details.
FCT 737 (TM) October 31, 2006

737 Flight Crew Training  Manual
During flap retraction/extension, selecting the next flap setting should be initiated when reaching the maneuver speed for the existing flap position. The airplane
should be accelerating when flaps are retracting to the next position. During flap retraction, at least adequate maneuver margin or 30° of bank capability (15° angle of bank and 15° overshoot) to stick shaker is provided at the flap retraction speed. Full maneuvering capability or at least 40° of bank capability (25° of bank and 15° overshoot) is provided when the airplane has accelerated to the recommended flap maneuvering speed for the selected flap position. During flap extension, selection of the flaps to the next position should be made prior to decelerating below the recommended flap speed for the current flap setting.
737-300 - 737-500 For airplanes equipped with an ADI speed tape, the maneuver speed for the existing flap position is indicated by the “F” symbol on the speed tape.
737-600 - 737-900 The maneuver speed for the existing flap position is indicated by the numbered flap maneuvering speed bugs.

737 Flight Crew Training  Manual

Maneuver Margins to Stick Shaker
The following figures illustrate airplane maneuvering capability or margin to stick shaker as a function of airspeed. This includes an engine inoperative departure scenario (Takeoff) and an all engine approach scenario (Landing).
When reviewing the maneuver margin illustrations, note that:
.  
there is a direct correlation between bank angle and load factor (G's) in
level, constant speed flight. For example, 1.1G corresponds to 25° of
bank, 1.3G ~ 40°, 2.0G's ~ 60°

.  
the illustrated bank maneuver capability assumes a constant speed, level
flight condition

.  
stick shaker activates prior to actual stall speed

.  
the bold line designates flap configuration changes at the scheduled flap

transition speeds
737-300 - 737-500

.  
flap transition speeds are shown for airplanes with a Rudder Pressure
Reducer (RPR) operating and the Rudder System Enhancement Program
(RSEP) installed.

737-600 - 737-900

.  
maneuver margins are based upon basic stick shaker schedules and do not
　
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