Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 150; Flight Crew Total 14000; Flight Crew Type 300
Distraction; Communication Breakdown; Fatigue
Deviation / Discrepancy - Procedural Published Material / Policy
Human Factors; Environment - Non Weather Related
I have never set flaps incorrectly; or departed; with an incorrect flap setting. This was the First Officer's takeoff. Both he and I departed with the incorrect flap setting today. After flying 4 tough; weather legs between ZZZ and ZZZ1 the day prior; I believe we were both still tired from dealing with the thunderstorms the day before. I didn't sleep well. Earlier; we discussed some serious stressors regarding challenges of a forced commute from a mandatory displacement and we could no longer rely on securing a passenger seat to work. My First Officer is being furloughed and was very concerned about the future and our Company.  I had not been into ZZZ1 for a very long time. They had numerous taxiways closed and under construction. Initially; I thought I understood the taxi clearance; then realized I had it wrong. While doing the taxi checklist on the way out; I was preoccupied with my EFB trying to verify taxiway names. My EFB was (and remains) very slow to respond to screen manipulations. So; I was a bit frustrated looking back and forth between my device and the called checklist items. Given the glare of the sun against the flap gauge; and my difficulty reading it (I had not yet switched to sunglasses); I simply was distracted and misread the gauge. On the before takeoff checklist; I guess I simply 'saw what I expected to see.'  I have a hard time believing I missed it. Once airborne on takeoff; I directed further acceleration in the climb to account for the flap discrepancy. The flight proceeded normally without further event.What I could have done differently: I should have stopped the taxi when I could not get the EFB to respond. I should have put on my prescription sunglasses earlier. Having noted this error; I asked myself what else could I do in the future so this never happens again. Here's my personal fix (apart from being darn sure I read the gauge correctly). Since the throttle position blocks the view of the flap lever for the Captain; there is a metal ridge line just aft of the throttle quadrant. Follow that line and it takes you right to the flaps 15 position. Going forward; I know if that line doesn't carry into the flap handle; I am not at flaps 15.Other thoughts: Why not add physically touching the flap handle and looking at it to confirm its position in addition to current practice. I will do this myself. I think it's easier to see than the MCDU or gauge.  Since FOQUA monitoring captures errors; is it possible to program this system to alert the pilots when the flap setting disagrees with the programed takeoff data?
Air Carrier Captain reported setting and taking off with an incorrect flap position.