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A first officer commanded a reject during a bli takeoff after he realized he had not set the correct takeoff flap setting.
| Attributes | |
| ACN | 1076394 |
| Time | |
| Date | 201302 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | BLI.Airport |
| State Reference | WA |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Large Transport Low Wing 2 Turbojet Eng |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Takeoff |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Trailing Edge Flap |
| Person 1 | |
| Function | First Officer Pilot Flying |
| Events | |
| Anomaly | Deviation - Procedural Published Material / Policy Deviation - Procedural Weight And Balance |
Narrative:
Departing bli; initial takeoff data showed a maximum allowable flaps setting takeoff. As departure time came closer; I wanted to get a new ACARS takeoff report with the load closeout and new ATIS information to see the required flap setting. As time compressed at push time; I didn't go back to get the updated takeoff data when the new ATIS arrived; by then we had started engines and were beginning to taxi. The captain called for takeoff flaps and I selected the normal minimum. I briefed the takeoff and the captain called for the taxi checklist. By now we were approaching the end of the runway and tower cleared us for takeoff. The takeoff checklist was accomplished and we rolled onto the runway. I had an uneasy feeling as the power was advanced! I began a methodical scan of instruments to double check things. At approximately 70 knots I glanced at the takeoff reference page and realized the flaps should have been set to the maximum allowed. I immediately verbalized to the captain abort- flaps- configuration! The captain performed the rejected takeoff procedure and we exited the runway. We stopped and set the brakes while we discussed what the correct flap setting should have been. I requested an ACARS takeoff report with the updated ATIS info and it was still the maximum allowable flaps. A call was made to maintenance control about the rejected takeoff and it was confirmed based on our weight; temperature and speed that we could continue with the flight.
Original NASA ASRS Text
Title: A First Officer commanded a reject during a BLI takeoff after he realized he had not set the correct takeoff flap setting.
Narrative: Departing BLI; initial takeoff data showed a maximum allowable flaps setting takeoff. As departure time came closer; I wanted to get a new ACARS takeoff report with the load closeout and new ATIS information to see the required flap setting. As time compressed at push time; I didn't go back to get the updated takeoff data when the new ATIS arrived; by then we had started engines and were beginning to taxi. The Captain called for takeoff flaps and I selected the normal minimum. I briefed the takeoff and the Captain called for the taxi checklist. By now we were approaching the end of the runway and Tower cleared us for takeoff. The takeoff checklist was accomplished and we rolled onto the runway. I had an uneasy feeling as the power was advanced! I began a methodical scan of instruments to double check things. At approximately 70 knots I glanced at the Takeoff REF page and realized the flaps should have been set to the maximum allowed. I immediately verbalized to the Captain abort- flaps- configuration! The Captain performed the RTO procedure and we exited the runway. We stopped and set the brakes while we discussed what the correct flap setting should have been. I requested an ACARS takeoff report with the updated ATIS info and it was still the maximum allowable flaps. A call was made to Maintenance Control about the RTO and it was confirmed based on our weight; temperature and speed that we could continue with the flight.
Data retrieved from NASA's ASRS site as of July 2013 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.