Narrative:

Our departure planning discussions for ZZZ1 concentrated on numerous decisions to be made: which runways to use; which type of departure to fly; which type of arrival at ZZZ2; the requirement to circle to land at ZZZ2 due to winds; the fact that the rnp approach at ZZZ2 does not allow circling out of it. The entire flight must be briefed prior to departure due the very short duration of ZZZ1-ZZZ2. It was the first officer's leg to brief and fly. The flight was operating 35 mins late. The flight attendants had seat duplication problems we addressed. The first officer failed to determine the only takeoff data available for ZZZ1 is flaps 15 degrees. The captain failed to xchk the first officer's work; because they usually do not; trusting the first officer's to compute the takeoff data unless something very unusual exists; and not wanting to appear distrustful of the first officer's work by constantly checking him. We set flaps 5 degrees for takeoff because of habit patterns of flaps 5 degrees being the standard flap setting. Both of us had only flown into ZZZ2 a few times and it had been at least 6 months since the last time there. The first officer has for quite a while had a demanding position at pilot group which may have limited his experience and focus. I believe the pay arbitration decision still has and will have lasting effects on pilot's focus. The captain caught the mistake when discussing takeoff options out of ZZZ2 which has the same requirement. We were light enough that we accomplished an uneventful takeoff out of ZZZ1. Capts need to review takeoff data more often to just keep our knowledge up. The takeoff data in the performance book and the 10-7's should have a warning in easily visible verbiage that this airport only has flaps 15 degree data; because the number of these airports are small and our larger pilot group does not fly into them very often. Although safer now with rnp procedures; the area still has numerous unique decisions to be made and numerous pitfalls. The air carrier pilot group deserves to be compensated better than 6TH in the industry due to the unique environment we fly in; so that we can concentrate on the difficult tasks at hand rather than be distraction by financial concerns and anger.

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Original NASA ASRS Text

Title: A B737-400 DEPARTED A SPECIAL PROCS ARPT WITH AN INCORRECT FLAP SETTING.

Narrative: OUR DEP PLANNING DISCUSSIONS FOR ZZZ1 CONCENTRATED ON NUMEROUS DECISIONS TO BE MADE: WHICH RWYS TO USE; WHICH TYPE OF DEP TO FLY; WHICH TYPE OF ARR AT ZZZ2; THE REQUIREMENT TO CIRCLE TO LAND AT ZZZ2 DUE TO WINDS; THE FACT THAT THE RNP APCH AT ZZZ2 DOES NOT ALLOW CIRCLING OUT OF IT. THE ENTIRE FLT MUST BE BRIEFED PRIOR TO DEP DUE THE VERY SHORT DURATION OF ZZZ1-ZZZ2. IT WAS THE FO'S LEG TO BRIEF AND FLY. THE FLT WAS OPERATING 35 MINS LATE. THE FLT ATTENDANTS HAD SEAT DUPLICATION PROBS WE ADDRESSED. THE FO FAILED TO DETERMINE THE ONLY TKOF DATA AVAILABLE FOR ZZZ1 IS FLAPS 15 DEGS. THE CAPT FAILED TO XCHK THE FO'S WORK; BECAUSE THEY USUALLY DO NOT; TRUSTING THE FO'S TO COMPUTE THE TKOF DATA UNLESS SOMETHING VERY UNUSUAL EXISTS; AND NOT WANTING TO APPEAR DISTRUSTFUL OF THE FO'S WORK BY CONSTANTLY CHKING HIM. WE SET FLAPS 5 DEGS FOR TKOF BECAUSE OF HABIT PATTERNS OF FLAPS 5 DEGS BEING THE STANDARD FLAP SETTING. BOTH OF US HAD ONLY FLOWN INTO ZZZ2 A FEW TIMES AND IT HAD BEEN AT LEAST 6 MONTHS SINCE THE LAST TIME THERE. THE FO HAS FOR QUITE A WHILE HAD A DEMANDING POS AT PLT GROUP WHICH MAY HAVE LIMITED HIS EXPERIENCE AND FOCUS. I BELIEVE THE PAY ARBITRATION DECISION STILL HAS AND WILL HAVE LASTING EFFECTS ON PLT'S FOCUS. THE CAPT CAUGHT THE MISTAKE WHEN DISCUSSING TKOF OPTIONS OUT OF ZZZ2 WHICH HAS THE SAME REQUIREMENT. WE WERE LIGHT ENOUGH THAT WE ACCOMPLISHED AN UNEVENTFUL TKOF OUT OF ZZZ1. CAPTS NEED TO REVIEW TKOF DATA MORE OFTEN TO JUST KEEP OUR KNOWLEDGE UP. THE TKOF DATA IN THE PERFORMANCE BOOK AND THE 10-7'S SHOULD HAVE A WARNING IN EASILY VISIBLE VERBIAGE THAT THIS ARPT ONLY HAS FLAPS 15 DEG DATA; BECAUSE THE NUMBER OF THESE ARPTS ARE SMALL AND OUR LARGER PLT GROUP DOES NOT FLY INTO THEM VERY OFTEN. ALTHOUGH SAFER NOW WITH RNP PROCS; THE AREA STILL HAS NUMEROUS UNIQUE DECISIONS TO BE MADE AND NUMEROUS PITFALLS. THE ACR PLT GROUP DESERVES TO BE COMPENSATED BETTER THAN 6TH IN THE INDUSTRY DUE TO THE UNIQUE ENVIRONMENT WE FLY IN; SO THAT WE CAN CONCENTRATE ON THE DIFFICULT TASKS AT HAND RATHER THAN BE DISTR BY FINANCIAL CONCERNS AND ANGER.

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.