 |
37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
B767-300 crew reported that the takeoff warning horn sounded as the autothrottles were engaged for takeoff and although the captain was about to abort; the first officer recognized the problem and set the flaps from 1 to 5. When the autothrottles rapidly moved to takeoff power; the takeoff was resumed.
| Attributes | |
| ACN | 1299266 |
| Time | |
| Date | 201509 |
| Place | |
| Locale Reference | ZZZZ.Airport |
| State Reference | FO |
| Aircraft 1 | |
| Make Model Name | B767-300 and 300 ER |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Takeoff |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Flap Control (Trailing & Leading Edge) |
| Person 1 | |
| Function | Captain |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Person 2 | |
| Function | Pilot Not Flying First Officer |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe Deviation - Procedural Published Material / Policy |
Narrative:
Beginning our takeoff from; 'position and hold;' at 1.4 EPR; upon engaging the auto throttles; the to warning horn immediately sounded. Our speed was very slow and I immediately began the mental and physical process of aborting the takeoff. However; my first officer immediately recognized the problem and placed the flap handle from 1 to 5 degrees. Immediately the warning horn silenced and the auto throttles very rapidly moved the throttles to takeoff power. That interrupted my abort decision and action. I reasoned that this was now no more than a rolling takeoff within the usual very beginning of the runway and so I elected to continue the takeoff. As far as the flaps not being in the proper takeoff position; I have long recognized that flying with highly experienced pilots is a strong plus overall; but also presents a special challenge of going too quickly as well as not being as thorough in examining each and every area called for in each step of the checklist. I do make it a point to brief exactly that in my initial crew briefing with each new crew. I do always reach over and make sure the flap handle is in the detent; but in this case I obviously did not look closely enough at the actual gauge indication.
Original NASA ASRS Text
Title: B767-300 Crew reported that the Takeoff Warning Horn sounded as the autothrottles were engaged for takeoff and although the Captain was about to abort; the First Officer recognized the problem and set the flaps from 1 to 5. When the autothrottles rapidly moved to takeoff power; the takeoff was resumed.
Narrative: Beginning our takeoff from; 'position and hold;' at 1.4 EPR; upon engaging the auto throttles; the TO warning horn immediately sounded. Our speed was very slow and I immediately began the mental and physical process of aborting the takeoff. However; my First Officer immediately recognized the problem and placed the flap handle from 1 to 5 degrees. Immediately the warning horn silenced and the auto throttles very rapidly moved the throttles to takeoff power. That interrupted my abort decision and action. I reasoned that this was now no more than a rolling takeoff within the usual very beginning of the runway and so I elected to continue the takeoff. As far as the flaps not being in the proper takeoff position; I have long recognized that flying with highly experienced pilots is a strong plus overall; but also presents a special challenge of going too quickly as well as not being as thorough in examining each and every area called for in each step of the checklist. I do make it a point to brief exactly that in my initial crew briefing with each new crew. I do always reach over and make sure the flap handle is in the detent; but in this case I obviously did not look closely enough at the actual gauge indication.
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.