B767-300 and 300 ER
Flight Crew Air Transport Pilot (ATP)
Distraction; Situational Awareness
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Human Factors
Beginning our takeoff from; 'position and hold;' at 1.4 EPR; upon engaging the auto throttles; the TO warning horn immediately sounded. Our speed was very slow and I immediately began the mental and physical process of aborting the takeoff. However; my First Officer immediately recognized the problem and placed the flap handle from 1 to 5 degrees. Immediately the warning horn silenced and the auto throttles very rapidly moved the throttles to takeoff power. That interrupted my abort decision and action. I reasoned that this was now no more than a rolling takeoff within the usual very beginning of the runway and so I elected to continue the takeoff. As far as the flaps not being in the proper takeoff position; I have long recognized that flying with highly experienced pilots is a strong plus overall; but also presents a special challenge of going too quickly as well as not being as thorough in examining each and every area called for in each step of the checklist. I do make it a point to brief exactly that in my initial crew briefing with each new crew. I do always reach over and make sure the flap handle is in the detent; but in this case I obviously did not look closely enough at the actual gauge indication.
We were cleared for an immediate takeoff. As the CA pushed the throttles forward at the start of the takeoff roll; configuration aural warning sounded and light illuminated. CA retarded throttles to idle; and flap handle and flap position were discovered to be in the 1 degree position instead of the required 5 degree position. The flap handle was then reset to the 5 degree position. CA then reinitiated the takeoff roll; pushing throttles toward takeoff power with no accompanying configuration warnings. Everything after that appeared normal.Then I got a call informing me that Operations had reported the flaps had not yet fully traveled to the 5 degree setting prior to the start of our takeoff roll; only reaching the proper setting at some point along the takeoff roll and before rotation.Quite simply; I need to work to ensure that I have full situational awareness and am fully engaged during critical stages of flight.
B767-300 Crew reported that the Takeoff Warning Horn sounded as the autothrottles were engaged for takeoff and although the Captain was about to abort; the First Officer recognized the problem and set the flaps from 1 to 5. When the autothrottles rapidly moved to takeoff power; the takeoff was resumed.