Widebody; Low Wing; 2 Turbojet Eng
Flight Crew Total 16400
Confusion; Distraction; Human-Machine Interface; Time Pressure; Workload
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Human Factors; Procedure
We had three runway changes. The first runway for departure was 10L. When we called for push they changed our runway to 9R. We loaded the DATA and requested new numbers. After we pushed and started engines they changed the runway for the third time to 32L at T10. They then issued taxi instructions. We told them to standby. The F/O started the runway change checklist. About halfway through the checklist they changed our taxi instructions again. I believe this is where we were distracted. The First Officer entered Runway 32R not 32L. He entered intersection T10. While he was requesting new numbers I was looking to see how to get to the runway with the new taxi route. Ground Control wanted us to move so I told the First Officer we could taxi and when the takeoff data showed up we could look at it then. There was a line of weather approaching and our radar was questionable so I wanted to leave as soon as we could. As we approached 32L at T10 a heavy airbus departed and then an RJ. The numbers came over the printer so we completed the runway change checklist. As I was taking a quick look at the takeoff data they cleared us for takeoff. I did not catch that the takeoff data was for 32R; not 32L. Just a side note: There is no T10 intersection on 32R although the FMC allowed the First Officer to enter it and it accepted it. I called for the takeoff checklist as I taxied onto the runway and started a rolling takeoff. Just as we lined up on the runway heading and were verifying the runway we had a NAV SHIFT on both NDs. I think this confused me a little and I responded with runway verified as I looked at the runway heading not the runway on the ND. I always look at both (except this time). I handed the aircraft over to the First Officer. He pushed the throttles forward and said check thrust. Just as I took the throttles we got an EICAS message that said FMC runway disagree. I looked at the ND and knew immediately what had happened. We were picking up speed because we were so light (60;000lbs under landing wt) and I knew the runway was 9;000 feet long so I chose to continue the takeoff. The last 5 times I was in ORD I took off on Runway 32L at T10 so I knew it was safe. Maybe not the best idea but that's what I did. If I had been unfamiliar with the runway I would have rejected the takeoff. The numbers for all 3 runways that night were the same. Runway 9R is only 7;967 feet and 32L at T10 is almost 9;000 feet so I knew it was safe to continue the takeoff. Don't get me wrong. I am EXTREMELY upset about this. I can't believe I let this happen. Looking back I see several mistakes that were made. I also broke some of my own personal rules that I use to not let things like this happen. Never again; I hope.
As we were aligning with runway; Captain turned over aircraft control to me as we began rolling takeoff. About that time I announced Runway 32L verified. I looked at map and saw a minor map shift which caught me off guard. I then pushed up throttles and about time I hit TOGA; we got an FMC Runway Disagree warning. That is when I noticed 32R on map. I had continued to follow/push throttles during this time. Because of our very light weight (41 SOB and 52k fuel); we were accelerating fairly fast. Captain acknowledged warning and told me to continue. Takeoff and climb out were normal; as was remainder of leg to our destination. Passing 10;000 feet; we discussed runway situation. We pulled up takeoff page and it was populated with 32R/T10. We found this odd considering takeoff data didn't reflect that but it populated takeoff speeds. I took a picture of it. We discussed chain of events that led to wrong runway in box. Three runway changes; a Ground Controller asking us to taxi more than once; and improper verification of takeoff data both of us. We had three separate takeoff data and because we had taken off from this runway and intersection before; led the both of us to not stop the aircraft (and chain of events) and completely verify proper runway in FMC. We both agreed that we allowed ourselves to get rushed both by the Ground Controller and by the potential thunderstorms to south and west. The whole time when Runway 32R was selected; I believed I was seeing 32L. The fact I entered it twice is baffling to me. I also fell prey to fact box accepted and sent a takeoff data when I requested 32R/T10 that doesn't exist.
An air carrier crew continued the takeoff at ORD with the incorrect takeoff runway in the FMC after ATC issued several taxi route changes along with three runway changes.