Narrative:

Taxiing for takeoff from memphis while a hurricane was passing through due east of the field. WX conditions were definitely a factor with heavy blowing rain; poor visibility; gusty winds; wet runway; windshear alerts; and wipers on full. We taxied sbound on taxiway north for takeoff on runway 36L. We were first in line; so approaching M1 on taxiway north; the tower cleared us for takeoff; with a left turn to 310 degrees and they also gave us a wind direction; speed and gusts. I think the wind was 330 degrees at 35 KTS gusting to 41 KTS. On the radar; there were heavy cells 3-4 mi north off the departure end of the runway. Both the captain and I were trying to look at the radar to confirm that 310 degrees would be a safe departure heading; as he taxied onto the runway. As we turned onto M1; the captain called for the 'below the line' portion of the takeoff checklist. I reset the fcp for the 310 degree heading; and deselected the 'heading' mode. We completed the 'below the line' checklist down to 'lights;' and simultaneously reviewed the windshear takeoff profile. The captain told me to select 'heading' at 400 ft AGL. We again looked at the radar; and decided that the 310 degree heading assigned would be safe. The captain began to advance the throttles to 40% as I turned on the lights; and announced 'before takeoff checklist complete.' as the lights came on; the captain realized we were not on runway 36L; but on taxiway M; and simultaneously pulled the throttles to idle as the tower also informed us of our mistake and canceled our takeoff clearance. Up until this time; my scan had been inside; completing the checklists; checking the radar; reviewing the windshear profile; and making sure the aircraft was safe to fly. I was also mentally thinking about the winds; to make sure we were within limits. Because of all that was going on inside the cockpit; I did not look outside the aircraft until the captain began his rejected takeoff; and the tower canceled our clearance. I feel like I let the captain down; by not making sure we safely taxied onto the runway. When the throttles came back; we had barely started to roll; and cleared easily at M3. Tower re-cleared us for takeoff; and we repeated the 'below the line' checklist. The subsequent takeoff and flight was uneventful. I would have never believed this could happen to me. I still can't believe we made such an incredible mistake. I learned a valuable lesson that morning; and I hope someone else can learn from our mistake.

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Original NASA ASRS Text

Title: DEPARTING MEM IN HVY RAIN; HIGH WINDS AND TSTMS; A300 FLT CREW STARTS TKOF ROLL ON TXWY M VICE RWY 36L AS CLRED.

Narrative: TAXIING FOR TKOF FROM MEMPHIS WHILE A HURRICANE WAS PASSING THROUGH DUE E OF THE FIELD. WX CONDITIONS WERE DEFINITELY A FACTOR WITH HVY BLOWING RAIN; POOR VISIBILITY; GUSTY WINDS; WET RWY; WINDSHEAR ALERTS; AND WIPERS ON FULL. WE TAXIED SBOUND ON TXWY N FOR TKOF ON RWY 36L. WE WERE FIRST IN LINE; SO APCHING M1 ON TXWY N; THE TWR CLRED US FOR TKOF; WITH A L TURN TO 310 DEGS AND THEY ALSO GAVE US A WIND DIRECTION; SPD AND GUSTS. I THINK THE WIND WAS 330 DEGS AT 35 KTS GUSTING TO 41 KTS. ON THE RADAR; THERE WERE HVY CELLS 3-4 MI N OFF THE DEP END OF THE RWY. BOTH THE CAPT AND I WERE TRYING TO LOOK AT THE RADAR TO CONFIRM THAT 310 DEGS WOULD BE A SAFE DEP HDG; AS HE TAXIED ONTO THE RWY. AS WE TURNED ONTO M1; THE CAPT CALLED FOR THE 'BELOW THE LINE' PORTION OF THE TKOF CHKLIST. I RESET THE FCP FOR THE 310 DEG HDG; AND DESELECTED THE 'HDG' MODE. WE COMPLETED THE 'BELOW THE LINE' CHKLIST DOWN TO 'LIGHTS;' AND SIMULTANEOUSLY REVIEWED THE WINDSHEAR TKOF PROFILE. THE CAPT TOLD ME TO SELECT 'HDG' AT 400 FT AGL. WE AGAIN LOOKED AT THE RADAR; AND DECIDED THAT THE 310 DEG HDG ASSIGNED WOULD BE SAFE. THE CAPT BEGAN TO ADVANCE THE THROTTLES TO 40% AS I TURNED ON THE LIGHTS; AND ANNOUNCED 'BEFORE TKOF CHKLIST COMPLETE.' AS THE LIGHTS CAME ON; THE CAPT REALIZED WE WERE NOT ON RWY 36L; BUT ON TXWY M; AND SIMULTANEOUSLY PULLED THE THROTTLES TO IDLE AS THE TWR ALSO INFORMED US OF OUR MISTAKE AND CANCELED OUR TKOF CLRNC. UP UNTIL THIS TIME; MY SCAN HAD BEEN INSIDE; COMPLETING THE CHKLISTS; CHKING THE RADAR; REVIEWING THE WINDSHEAR PROFILE; AND MAKING SURE THE ACFT WAS SAFE TO FLY. I WAS ALSO MENTALLY THINKING ABOUT THE WINDS; TO MAKE SURE WE WERE WITHIN LIMITS. BECAUSE OF ALL THAT WAS GOING ON INSIDE THE COCKPIT; I DID NOT LOOK OUTSIDE THE ACFT UNTIL THE CAPT BEGAN HIS REJECTED TKOF; AND THE TWR CANCELED OUR CLRNC. I FEEL LIKE I LET THE CAPT DOWN; BY NOT MAKING SURE WE SAFELY TAXIED ONTO THE RWY. WHEN THE THROTTLES CAME BACK; WE HAD BARELY STARTED TO ROLL; AND CLRED EASILY AT M3. TWR RE-CLRED US FOR TKOF; AND WE REPEATED THE 'BELOW THE LINE' CHKLIST. THE SUBSEQUENT TKOF AND FLT WAS UNEVENTFUL. I WOULD HAVE NEVER BELIEVED THIS COULD HAPPEN TO ME. I STILL CAN'T BELIEVE WE MADE SUCH AN INCREDIBLE MISTAKE. I LEARNED A VALUABLE LESSON THAT MORNING; AND I HOPE SOMEONE ELSE CAN LEARN FROM OUR MISTAKE.

Data retrieved from NASA's ASRS site as of January 2009 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.