Narrative:

After pushback; configured for takeoff (to) and got leading edge amber light. Cycled flaps; no change. Returned to gate and determined that since overhead panel was correct it could be meld. Maintenance verified flaps were correctly configured at flaps 5 prior to departing the gate. On to roll; to configuration warning sounded. Proper configuration of aircraft (AC) had already been determined and crew was anticipating possible configuration warning due to amber leading edge light. Once airborne; pilot monitoring inadvertently hit the GPWS test button; which is supposed to be inoperative in flight. Entire GPWS test cycle was then heard. AC was cleaned up on schedule; leading edge light extinguished and remainder of flight was uneventful until final approach. On final approach; overhead leading edge panel was monitored; all indications normal. At final flaps 30; airspeed bar showed amber 1.3 stall buffet to be greater than calculated approach speed. Speed was increased to greater than amber bar and landing accomplished uneventfully. Crew anticipated any and all possibilities upon arrival including flap/slat asymmetry and final flap configuration changed that may be needed. AC flew normally on approach and landing. To configuration horn went off once during rollout after landing as well. Maintenance met AC at the gate; entire situation was discussed and photo of airspeed indicator on approach was forwarded to the maintenance person who met the AC.

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Original NASA ASRS Text

Title: B737-700 flight crew reported being dispatched with a leading edge amber light deferred; but received a configuration horn during takeoff.

Narrative: After pushback; configured for Takeoff (TO) and got leading edge amber light. Cycled flaps; no change. Returned to gate and determined that since overhead panel was correct it could be MELd. Maintenance verified flaps were correctly configured at flaps 5 prior to departing the gate. On TO roll; TO configuration warning sounded. Proper configuration of Aircraft (AC) had already been determined and crew was anticipating possible configuration warning due to amber leading edge light. Once airborne; pilot monitoring inadvertently hit the GPWS test button; which is supposed to be inoperative in flight. Entire GPWS test cycle was then heard. AC was cleaned up on schedule; leading edge light extinguished and remainder of flight was uneventful until final approach. On final approach; overhead leading edge panel was monitored; all indications normal. At final flaps 30; airspeed bar showed amber 1.3 stall buffet to be greater than calculated approach speed. Speed was increased to greater than amber bar and landing accomplished uneventfully. Crew anticipated any and all possibilities upon arrival including flap/slat asymmetry and final flap configuration changed that may be needed. AC flew normally on approach and landing. TO configuration horn went off once during rollout after landing as well. Maintenance met AC at the gate; entire situation was discussed and photo of airspeed indicator on approach was forwarded to the maintenance person who met the AC.

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.