Narrative:

We started the aircraft normally; and began our taxi; with instructions to taxi via T; a; A8 to runway xx. Noted ah-1s just to our left (south of the sida area) were now running. As we finished the turn onto a; ground informed us that we had a clearance window in about 10 minutes. We taxied to the end of the runway. When tower cleared us for takeoff; we did the before take-off check; taxied into position; and released the brakes while advancing the power levers. Almost simultaneously; we received aural warnings for flaps and autofeather. A quick scan showed the flap handle was still at 0 degrees. We rejected the takeoff and taxied clear of the runway. It quickly became obvious what had happened: the taxi check had not been completed. We taxied back to the runway after doing the after landing check and then the taxi check; and completed the flight normally thereafter.the primary causes of this event were distraction; complacency; and frustration. We were distracted by the marine's helicopters; both as interesting aircraft and the concern as to whether or not they were pulling any pitch; which would create significant wind. Once we were past the helicopters; I remember starting to call for the taxi check when I was interrupted by the call from ground telling us we would be further delayed. We were already about two hours late at this point; as we had to wait out fog at one of our destinations earlier that morning. This added to my already frustrated state. We had a new flight attendant being checked out on the 120; and while she was doing fine; she was much slower than an established flight attendant. We had to execute a go around inbound; as traffic was not going to be clear before we got to the runway. As we were late; the fueling vendor was not expecting us; and had to be called multiple times to fuel the aircraft. There were other minor issues; all of which compounded into a general frustration that was a distraction in itself. Finally; the day had started with low ceilings and fog but was now VMC; which allowed a sense of complacency to also enter the picture.there are several ways similar situations can be avoided in the future: recognize that frustration and distraction can be very similar to physical hazards like hypoxia. You don't recognize how affected you are. Just by being aware that these issues can creep up on me; will prompt me to be extra vigilant in ensuring that they don't cause me to lose focus on my duties. A more thoughtful approach to threat/error management. It is easy to brief that complacency or frustration is a threat; but it is much more useful to focus on how you will manage that threat. Taking a moment to really consider both the implications and possible avenues for dealing with your state of mind can pay large dividends later on. -Perhaps the company could in the future produce [CRM] training that more specifically addresses threats that are primarily personal responses to external stimuli; as they can be difficult to identify. Most importantly; take the time to do the job right; especially when the situation has deviated from the norm.

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Original NASA ASRS Text

Title: EMB-120 flight crew reports being distracted during taxi out after a long day with weather and other delays and forgets to do the taxi checklist. The flaps were not set and autofeather was not armed; resulting in a takeoff warning horn and a rejected takeoff.

Narrative: We started the aircraft normally; and began our taxi; with instructions to taxi via T; A; A8 to runway XX. Noted AH-1s just to our left (south of the SIDA area) were now running. As we finished the turn onto A; ground informed us that we had a clearance window in about 10 minutes. We taxied to the end of the runway. When tower cleared us for takeoff; we did the before take-off check; taxied into position; and released the brakes while advancing the power levers. Almost simultaneously; we received aural warnings for flaps and autofeather. A quick scan showed the flap handle was still at 0 degrees. We rejected the takeoff and taxied clear of the runway. It quickly became obvious what had happened: the taxi check had not been completed. We taxied back to the runway after doing the after landing check and then the taxi check; and completed the flight normally thereafter.The primary causes of this event were distraction; complacency; and frustration. We were distracted by the Marine's helicopters; both as interesting aircraft and the concern as to whether or not they were pulling any pitch; which would create significant wind. Once we were past the helicopters; I remember starting to call for the taxi check when I was interrupted by the call from ground telling us we would be further delayed. We were already about two hours late at this point; as we had to wait out fog at one of our destinations earlier that morning. This added to my already frustrated state. We had a new FA being checked out on the 120; and while she was doing fine; she was much slower than an established FA. We had to execute a go around inbound; as traffic was not going to be clear before we got to the runway. As we were late; the fueling vendor was not expecting us; and had to be called multiple times to fuel the aircraft. There were other minor issues; all of which compounded into a general frustration that was a distraction in itself. Finally; the day had started with low ceilings and fog but was now VMC; which allowed a sense of complacency to also enter the picture.There are several ways similar situations can be avoided in the future: Recognize that frustration and distraction can be very similar to physical hazards like hypoxia. You don't recognize how affected you are. Just by being aware that these issues can creep up on me; will prompt me to be extra vigilant in ensuring that they don't cause me to lose focus on my duties. A more thoughtful approach to Threat/Error Management. It is easy to brief that complacency or frustration is a threat; but it is much more useful to focus on how you will manage that threat. Taking a moment to really consider both the implications and possible avenues for dealing with your state of mind can pay large dividends later on. -Perhaps the company could in the future produce [CRM] training that more specifically addresses threats that are primarily personal responses to external stimuli; as they can be difficult to identify. Most importantly; take the time to do the job right; especially when the situation has deviated from the norm.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.