As power was advanced for takeoff, L1011 'engine #2 fail arm' light failed to illuminate. As power was being reduced for abort, light came on. Power was restored and takeoff continued. A takeoff point had not been passed at that time, so sufficient runway remained.

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Attributes
ACN	358842
Time
Date	199701
Day	Fri
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : atl
State Reference	GA
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	L-1011 Tri-Star All Series
Operating Under FAR Part	Part 121
Navigation In Use	Other
Flight Phase	climbout : takeoff other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : flight engineer pilot : commercial pilot : atp pilot : instrument pilot : private
Experience	flight time last 90 days : 240 flight time total : 8500 flight time type : 3500
ASRS Report	358842
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : commercial pilot : flight engineer pilot : instrument pilot : atp
Experience	flight time last 90 days : 177 flight time total : 19000 flight time type : 100
ASRS Report	358394
Events
Anomaly	aircraft equipment problem : less severe
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	aircraft : equipment problem dissipated
Consequence	Other
Supplementary
Primary Problem	Aircraft
Air Traffic Incident	other

Narrative:

I was flying leg. I advanced throttles and the captain saw that there was no 'engine #2 fail arm' light. The captain called it out and he began to reduce the throttles. As he started to bring the throttles aft, I saw that the light illuminated and stated so. The captain elected to resume the takeoff roll. I agree with his decision to continue takeoff due to the margin of safety. We were still at taxi speed. We had not passed E12 which is a certified intersection takeoff point and the power had not been reduced past 80%. However, the most conservative approach would have been to discontinue the takeoff roll. Also, testing this system during taxi out might have avoided the situation altogether.

Original NASA ASRS Text

Title: AS PWR WAS ADVANCED FOR TKOF, L1011 'ENG #2 FAIL ARM' LIGHT FAILED TO ILLUMINATE. AS PWR WAS BEING REDUCED FOR ABORT, LIGHT CAME ON. PWR WAS RESTORED AND TKOF CONTINUED. A TKOF POINT HAD NOT BEEN PASSED AT THAT TIME, SO SUFFICIENT RWY REMAINED.

Narrative: I WAS FLYING LEG. I ADVANCED THROTTLES AND THE CAPT SAW THAT THERE WAS NO 'ENG #2 FAIL ARM' LIGHT. THE CAPT CALLED IT OUT AND HE BEGAN TO REDUCE THE THROTTLES. AS HE STARTED TO BRING THE THROTTLES AFT, I SAW THAT THE LIGHT ILLUMINATED AND STATED SO. THE CAPT ELECTED TO RESUME THE TKOF ROLL. I AGREE WITH HIS DECISION TO CONTINUE TKOF DUE TO THE MARGIN OF SAFETY. WE WERE STILL AT TAXI SPD. WE HAD NOT PASSED E12 WHICH IS A CERTIFIED INTXN TKOF POINT AND THE PWR HAD NOT BEEN REDUCED PAST 80%. HOWEVER, THE MOST CONSERVATIVE APCH WOULD HAVE BEEN TO DISCONTINUE THE TKOF ROLL. ALSO, TESTING THIS SYS DURING TAXI OUT MIGHT HAVE AVOIDED THE SIT ALTOGETHER.

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.