Large Transport; Low Wing; 2 Turbojet Eng
Distraction; Situational Awareness; Workload
Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Flight Crew Became Reoriented; Flight Crew Rejected Takeoff
Human Factors
Departing BLI; initial takeoff data showed a maximum allowable flaps setting takeoff. As departure time came closer; I wanted to get a new ACARS takeoff report with the load closeout and new ATIS information to see the required flap setting. As time compressed at push time; I didn't go back to get the updated takeoff data when the new ATIS arrived; by then we had started engines and were beginning to taxi. The Captain called for takeoff flaps and I selected the normal minimum. I briefed the takeoff and the Captain called for the taxi checklist. By now we were approaching the end of the runway and Tower cleared us for takeoff. The takeoff checklist was accomplished and we rolled onto the runway. I had an uneasy feeling as the power was advanced! I began a methodical scan of instruments to double check things. At approximately 70 knots I glanced at the Takeoff REF page and realized the flaps should have been set to the maximum allowed. I immediately verbalized to the Captain abort- flaps- configuration! The Captain performed the RTO procedure and we exited the runway. We stopped and set the brakes while we discussed what the correct flap setting should have been. I requested an ACARS takeoff report with the updated ATIS info and it was still the maximum allowable flaps. A call was made to Maintenance Control about the RTO and it was confirmed based on our weight; temperature and speed that we could continue with the flight.
A First Officer commanded a reject during a BLI takeoff after he realized he had not set the correct takeoff flap setting.