Narrative:

Flew an air carrier medium large transport model C from sfo-clt. At clt we changed to an medium large transport model D for flight from clt to gso. Completed preflight, checklists and boarding, and departed the gate area on right engine only (fuel conservation). The left engine was started approaching the active runway and all checklists were completed. Takeoff clearance was given and I turned onto the runway and stood up the throttles and xferred aircraft control to the first officer--his leg. He advanced the throttles, and at about 60-70 KTS, the takeoff warning sounded. An rejected takeoff was completed. We returned to the gate. I wrote up the takeoff warning system a stabilizer trim not in takeoff range--warning system being too sensitive. We were close to nose up limit of the takeoff green bank. Maintenance was completed and we completed flight to gso uneventfully. Subsequently, we determined that the first officer had selected the model C flaps 1 degree position for takeoff, as opposed to the mode D flaps 5 degree minimum flap operations. We use 'generic' checklists for different model medium large transport's, and the flap item on the checklists do not specify F1, F5 or fetc for model C or model D. Changing types frequently on a daily sequence helps an incident like this occur. The checklists should be model specific! Supplemental information from acn 179710: I set flaps 1 for takeoff and the captain didn't catch the error. This model aircraft, unlike the type C model, is not certified for flaps 1 takeoffs. Initially, we couldn't discover the cause of the warning horn, so we taxied back to gate. After we found the problem, we proceeded normally with the flight.

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Original NASA ASRS Text

Title: ACR MLG MODEL D FLT CREW ABORTS TKOF DUE HAVING INCORRECTLY SET MLG MODEL C FLAP SETTING.

Narrative: FLEW AN ACR MLG MODEL C FROM SFO-CLT. AT CLT WE CHANGED TO AN MLG MODEL D FOR FLT FROM CLT TO GSO. COMPLETED PREFLT, CHKLISTS AND BOARDING, AND DEPARTED THE GATE AREA ON RIGHT ENG ONLY (FUEL CONSERVATION). THE LEFT ENG WAS STARTED APCHING THE ACTIVE RWY AND ALL CHKLISTS WERE COMPLETED. TKOF CLRNC WAS GIVEN AND I TURNED ONTO THE RWY AND STOOD UP THE THROTTLES AND XFERRED ACFT CTL TO THE F/O--HIS LEG. HE ADVANCED THE THROTTLES, AND AT ABOUT 60-70 KTS, THE TKOF WARNING SOUNDED. AN RTO WAS COMPLETED. WE RETURNED TO THE GATE. I WROTE UP THE TKOF WARNING SYS A STABILIZER TRIM NOT IN TKOF RANGE--WARNING SYS BEING TOO SENSITIVE. WE WERE CLOSE TO NOSE UP LIMIT OF THE TKOF GREEN BANK. MAINT WAS COMPLETED AND WE COMPLETED FLT TO GSO UNEVENTFULLY. SUBSEQUENTLY, WE DETERMINED THAT THE F/O HAD SELECTED THE MODEL C FLAPS 1 DEG POS FOR TKOF, AS OPPOSED TO THE MODE D FLAPS 5 DEG MINIMUM FLAP OPS. WE USE 'GENERIC' CHKLISTS FOR DIFFERENT MODEL MLG'S, AND THE FLAP ITEM ON THE CHKLISTS DO NOT SPECIFY F1, F5 OR FETC FOR MODEL C OR MODEL D. CHANGING TYPES FREQUENTLY ON A DAILY SEQUENCE HELPS AN INCIDENT LIKE THIS OCCUR. THE CHKLISTS SHOULD BE MODEL SPECIFIC! SUPPLEMENTAL INFO FROM ACN 179710: I SET FLAPS 1 FOR TKOF AND THE CAPT DIDN'T CATCH THE ERROR. THIS MODEL ACFT, UNLIKE THE TYPE C MODEL, IS NOT CERTIFIED FOR FLAPS 1 TKOFS. INITIALLY, WE COULDN'T DISCOVER THE CAUSE OF THE WARNING HORN, SO WE TAXIED BACK TO GATE. AFTER WE FOUND THE PROB, WE PROCEEDED NORMALLY WITH THE FLT.

Data retrieved from NASA's ASRS site as of July 2007 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.