Narrative:

Upon adding takeoff thrust a takeoff configuration warning regarding the stabilizer occurred. The more experienced check airman acting as pilot flying in the right seat added some nose up trim silencing the warning and we continued the takeoff without further event. As the pilot monitoring and acting captain I called 'reject' but did not take control because the bell silenced and message disappeared. At this point continuing seemed an acceptable option as the condition was corrected. I cannot recall if the pilot flying said something to change my mind or if the quick silencing and blanking of the EICAS message changed my mind. As I don't have a lot of experience with all the quirkiness of each of the company's planes; I ultimately deferred some of my decisions making to the more experienced pilot/check airman whose quick thinking to bump the trim corrected the situation. In hindsight; I should have committed fully to the reject by stating; 'reject; I have control!' took control of the aircraft; exited the runway and reset the trim ever so slightly (even though it indicated correctly during the preflight.) the whole situation also added to my experience and helped me realize not to second guess myself. Other possible factors may have included the time of flight [very early]; my limited 121 command experience; and perhaps a misaligned green stabilizer trim band.

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Original NASA ASRS Text

Title: During takeoff; a B767 Takeoff Configuration Warning alerted but as the Captain called 'Reject;' the First Officer reset the Stabilizer Trim into the Green Band silencing the Warning. The takeoff was continued.

Narrative: Upon adding takeoff thrust a takeoff configuration warning regarding the stabilizer occurred. The more experienced check airman acting as pilot flying in the right seat added some nose up trim silencing the warning and we continued the takeoff without further event. As the Pilot Monitoring and acting Captain I called 'reject' but did not take control because the bell silenced and message disappeared. At this point continuing seemed an acceptable option as the condition was corrected. I cannot recall if the pilot flying said something to change my mind or if the quick silencing and blanking of the EICAS message changed my mind. As I don't have a lot of experience with all the quirkiness of each of the company's planes; I ultimately deferred some of my decisions making to the more experienced pilot/check airman whose quick thinking to bump the trim corrected the situation. In hindsight; I should have committed fully to the reject by stating; 'reject; I have control!' took control of the aircraft; exited the runway and reset the trim ever so slightly (even though it indicated correctly during the preflight.) The whole situation also added to my experience and helped me realize not to second guess myself. Other possible factors may have included the time of flight [very early]; my limited 121 command experience; and perhaps a misaligned green stabilizer trim band.

Data retrieved from NASA's ASRS site 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.