Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 32; Flight Crew Total 12358; Flight Crew Type 3541
Human-Machine Interface; Distraction; Troubleshooting; Situational Awareness
Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed
Manuals; Company Policy; Environment - Non Weather Related; Human Factors; Procedure
During final cockpit preparation; a significant amount of attention was paid to the [company] update for verifying performance. This resulted in not trapping an error of arming LNAV instead of our assigned heading on the MCP. That error was trapped as we were calling for taxi; unfortunately correcting that error resulted in me forgetting to call for 'Flaps 10' prior to aircraft movement. During the Before Takeoff Checklist the focus during the flaps checklist item became verifying that the FDP flaps matched the FMC setting; instead of verifying flaps 10 on the Upper EICAS. The EICAS CONFIG warning trapped the error as the takeoff roll was started; resulting in a low speed reject. The aircraft cleared the runway; the flaps were set correctly; the Takeoff Runway or Performance change procedure was completed; including the Before Takeoff checklist; and the subsequent takeoff was completed normally.
We rejected takeoff due to CONFIG EICAS warning (flaps not set to takeoff range). Upon being cleared for takeoff on Runway XXR the Captain called for 'Set takeoff thrust.' As the throttles were advanced; we received a CONFIG EICAS and aural warning; and throttles were immediately closed to initiate the rejected takeoff without reverse thrust or braking prior to approximately 40 knots ground speed. The aircraft was taxied clear of the runway. The crew reviewed the takeoff performance data; re-entered the takeoff performance data using the Runway or Performance Change Checklist from the QRH; then re-accomplished the Before Takeoff Checklist; properly configuring the flaps to 10. Brake temperatures were noted by the crew to be '0'. The flight was subsequently cleared for takeoff again and departed uneventfully. During preflight there was considerable discussion among the crew with regard to becoming more comfortable with incorporating the latest changes to our performance data entry procedures. This heightened focus on the new performance entry procedures likely began our collective crew distraction away from focusing on the actual checklist items themselves; and properly accomplishing them. After pushback and engine start; as the Mechanic was disconnecting from the aircraft; the crew discovered that the MCP was set to an incorrect roll mode for our planned departure; at which point the Captain and First Officer diverted their attention from properly configuring the aircraft to recycling the flight directors and selecting the proper pitch and roll modes on the MCP. This distraction from the normal flow led to the Captain not calling for 'Flaps 10' and the First Officer not immediately selecting flaps 10 prior to calling for taxi clearance.During the Before Takeoff Checklist; when the 'Flaps' item was called by the First Officer; the First Officer held up the Performance Printout to verify the performance data flap setting matched to FMC flap setting; which likely distracted the entire crew from focusing on the more important fact that the flap handle was not in the proper takeoff position; nor was there any flap setting displayed on the upper EICAS screen. Since the closed loop of the electronic checklist will not allow Takeoff checklist completion without the flaps being property set to the planned takeoff position; we are becoming conditioned away from actually looking at the EICAS Flap Position Indication and actual flap handle position; due to the expectation bias that if all of the items on the checklist are green; the checklist must me complete.We should procedurally establish that once performance data is entered and verified by the Captain and First Officer with [program] during preflight; sole crew focus should then be on normal pushback; startup and taxi flows and procedures. If a change to the MCP is required; for instance; accomplish the change after the current flow or checklist is complete; unless that change in itself is for compliance with the current checklist item. Reemphasize that accomplishment of checklist items should only focus on the item identified by the checklist and not incorporate additional information that has already been input and verified during the preflight. Crew attention for items like 'flaps' should ONLY be directed to the Flap Position EICAS and actual position of the flap handle in comparison to the FMC flap setting and not add additional verification of the [program] that has already been verified during preflight. Even though we don't read green checklist items in the electronic checklist; perhaps we need to re-emphasis actually looking at the referenced checklist item (in this case; EICAS Flap Position Induction and Flap Handle Position) when we confirm 'Checklist Complete' in order to continue reinforcing where we need to be focusing our eyes.
Air carrier flight crew reported a low speed rejected takeoff due to improper flap setting.