Air carrier medium large transport got a body overheat warning at rotation. Takeoff continued.

Attributes
ACN	195777
Time
Date	199111
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : sea
State Reference	WA
Altitude	agl bound lower : 50 agl bound upper : 1000
Environment
Flight Conditions	VMC
Light	Dusk
Aircraft 1
Controlling Facilities	tower : sea
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Navigation In Use	Other Other
Flight Phase	climbout : initial climbout : intermediate altitude climbout : takeoff
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : flight engineer pilot : atp
Experience	flight time last 90 days : 105 flight time total : 8500 flight time type : 1500
ASRS Report	195777
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	aircraft equipment problem : less severe non adherence : published procedure
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Departing R34L, sea, runway heading procedure. Takeoff roll normal. Approaching V1, caution lights illuminated for right wing body overheat. After positive rate/gear up, the captain took control of the aircraft. While continuing the takeoff/climb as per procedure for a warning/caution anytime above 80 KTS, taking control of the aircraft just after gear up is not per procedure. In fact, the captain had previously briefed me to the contrary. 'The PF should remain flying the aircraft to a safe altitude and time', the captain (as well as the manual) so stated. This is precisely my point. As a result of their actions, and the timing, the captain was 'behind' the airplane, and overloaded. Confusion began when I had already handled the procedure, and I was attempting to assist him in flying the aircraft. I didn't feel that this was a safe departure. In fact I only felt better when the captain engaged the autoplt, 'caught up' to the airplane, and delegated the abnormal procedure. For future resolution, I feel that in training and line flying, that it be stressed that whomever is flying the aircraft continue flying the aircraft until a safe altitude/time has been reached. This is simple -- and most importantly, safer.

Original NASA ASRS Text

Title: ACR MLG GOT A BODY OVERHEAT WARNING AT ROTATION. TKOF CONTINUED.

Narrative: DEPARTING R34L, SEA, RWY HDG PROC. TKOF ROLL NORMAL. APCHING V1, CAUTION LIGHTS ILLUMINATED FOR R WING BODY OVERHEAT. AFTER POSITIVE RATE/GEAR UP, THE CAPT TOOK CTL OF THE ACFT. WHILE CONTINUING THE TKOF/CLB AS PER PROC FOR A WARNING/CAUTION ANYTIME ABOVE 80 KTS, TAKING CTL OF THE ACFT JUST AFTER GEAR UP IS NOT PER PROC. IN FACT, THE CAPT HAD PREVIOUSLY BRIEFED ME TO THE CONTRARY. 'THE PF SHOULD REMAIN FLYING THE ACFT TO A SAFE ALT AND TIME', THE CAPT (AS WELL AS THE MANUAL) SO STATED. THIS IS PRECISELY MY POINT. AS A RESULT OF THEIR ACTIONS, AND THE TIMING, THE CAPT WAS 'BEHIND' THE AIRPLANE, AND OVERLOADED. CONFUSION BEGAN WHEN I HAD ALREADY HANDLED THE PROC, AND I WAS ATTEMPTING TO ASSIST HIM IN FLYING THE ACFT. I DIDN'T FEEL THAT THIS WAS A SAFE DEP. IN FACT I ONLY FELT BETTER WHEN THE CAPT ENGAGED THE AUTOPLT, 'CAUGHT UP' TO THE AIRPLANE, AND DELEGATED THE ABNORMAL PROC. FOR FUTURE RESOLUTION, I FEEL THAT IN TRAINING AND LINE FLYING, THAT IT BE STRESSED THAT WHOMEVER IS FLYING THE ACFT CONTINUE FLYING THE ACFT UNTIL A SAFE ALT/TIME HAS BEEN REACHED. THIS IS SIMPLE -- AND MOST IMPORTANTLY, SAFER.

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.