MD-11
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Distraction
Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Rejected Takeoff; Flight Crew Became Reoriented
Human Factors; Procedure
During taxi for takeoff we were informed to be ready for either Runway 25 for takeoff and to hold short of 25L. We recomputed the numbers for 25L put the new runway in the flight plan and waited short of the runway for assignment. We were then told to cross 25L and 25R and turn right for full length on 25R and line up and wait. The first officer recomputed the numbers for 25R and put the new runway in the FMS. As I pushed the power up to turn onto the runway we got the takeoff warning horn and realized that we had not configured for takeoff. We probably could have asked to hold on the runway but we did not want to rush to configure so we told ATC that we needed to taxi clear of the runway to finish our checklist. They had us turn right on the first taxi way and to let them know when we were ready. We were never moving over 10 or 15 knots and did not use the brakes. We ran the rejected takeoff checklist to make sure we did not miss anything; then the after landing checklist; configured for Runway 25R and completed the before takeoff checklist for an uneventful takeoff.The basic cause of this event was not knowing the departure runway and having to put new runways in the FMS three times. No excuse; but we just missed completing the checklist before taking the runway for takeoff.I usually wait until a runway assignment to configure. In this case LAX has 25G available for both runways so we could have configured and then only had to enter the new runway into the FMS for the SID for each of the runway changes.
During taxi out from the ramp to the 25s at LAX; we had 2 runway changes. Told by Ground to be ready for either 25L or 25R. They finally gave us clearance to cross 25L and 25R at F to depart 25R. Quick turn on B while I was typing in new Flight plan/re-entering V-speeds/etc (for second time). Got immediate clearance to take position and hold 25R; Captain calls for 'below the line'. Below the line before takeoff checklist accomplished; then clearance for takeoff while still in turn from B to enter 25R. Captain aligns aircraft; starts to set standard takeoff power; and we get the takeoff warning horn immediately (no flaps/slats; etc). Captain goes to idle (we had probably made it up to 10 knots max); and I told Tower we had to abort takeoff and wanted to exit runway to run some checklists. Tower said take next right; enter B; hold short of F; and to let them know when we were ready to go again.We ran the rejected takeoff checklist; then the whole before takeoff checklist down to the line; and then below the line. Got another takeoff clearance within a few minutes and departed uneventfully. We just forgot to run the before takeoff checklist above the line on our initial departure attempt; and skipped straight to 'below the line'. Captain never called 'Cleared to Configure' on the first attempt; and I should have caught the error. We both made a mistake and learned from it.Not rushing; not getting out of normal habit patterns; and when you do; go extra slow and methodically; realizing that mistakes get made more often when we get out of normal flows.
MD11 flight crew has their departure runway changed twice during taxi to the runway and forgets to accomplish the before takeoff checklist above the line. The takeoff warning sounds when thrust is pushed up due to flaps not being set and the takeoff is rejected at 10 knots.