Narrative:

Our flight was cleared for 'immediate takeoff' -- 'traffic on 1 mi final.' as we taxied onto runway 22R, I advanced the thrust levers. The takeoff warning horn sounded, a check of the speed brake, takeoff flaps, leading edge devices and trim all indicated normal. The captain took control (positive transfer) of aircraft and taxied clear of runway. We took this prevention due to close proximity of landing traffic. Once clear of runway, we recycled the speed brake and reset trim (after cycling slightly fore and aft). We checked for normal operation, confirmed all working and set properly. We then advanced throttles and received no warning. At this time we then requested to be resequenced and proceeded with normal takeoff. I believe we took the most prudent approach, because to accomplish the items we did on the runway, would have caused the landing aircraft to go around. It is still curious to me why the horn sounded since no items were near limits (i.e., flap setting 15 degrees, minimum 5 degrees maximum 25 degrees, trim 4 3/4 units, minimum approximately 2 1/2 maximum approximately 9 1/2). The only other time I had the horn sound when properly configured was during a 25 degree flap takeoff when the flap gauge was indicating slightly greater than 25 degrees. Since we could not duplicate problem we chose not to have maintenance examine the aircraft.

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Original NASA ASRS Text

Title: FLC OF ACR LGT ACFT ABORTED TKOF DUE TO WARNING HORN AFTER APPLYING TKOF PWR.

Narrative: OUR FLT WAS CLRED FOR 'IMMEDIATE TKOF' -- 'TFC ON 1 MI FINAL.' AS WE TAXIED ONTO RWY 22R, I ADVANCED THE THRUST LEVERS. THE TKOF WARNING HORN SOUNDED, A CHK OF THE SPD BRAKE, TKOF FLAPS, LEADING EDGE DEVICES AND TRIM ALL INDICATED NORMAL. THE CAPT TOOK CTL (POSITIVE TRANSFER) OF ACFT AND TAXIED CLR OF RWY. WE TOOK THIS PREVENTION DUE TO CLOSE PROX OF LNDG TFC. ONCE CLR OF RWY, WE RECYCLED THE SPD BRAKE AND RESET TRIM (AFTER CYCLING SLIGHTLY FORE AND AFT). WE CHKED FOR NORMAL OP, CONFIRMED ALL WORKING AND SET PROPERLY. WE THEN ADVANCED THROTTLES AND RECEIVED NO WARNING. AT THIS TIME WE THEN REQUESTED TO BE RESEQUENCED AND PROCEEDED WITH NORMAL TKOF. I BELIEVE WE TOOK THE MOST PRUDENT APCH, BECAUSE TO ACCOMPLISH THE ITEMS WE DID ON THE RWY, WOULD HAVE CAUSED THE LNDG ACFT TO GAR. IT IS STILL CURIOUS TO ME WHY THE HORN SOUNDED SINCE NO ITEMS WERE NEAR LIMITS (I.E., FLAP SETTING 15 DEGS, MINIMUM 5 DEGS MAXIMUM 25 DEGS, TRIM 4 3/4 UNITS, MINIMUM APPROX 2 1/2 MAXIMUM APPROX 9 1/2). THE ONLY OTHER TIME I HAD THE HORN SOUND WHEN PROPERLY CONFIGURED WAS DURING A 25 DEG FLAP TKOF WHEN THE FLAP GAUGE WAS INDICATING SLIGHTLY GREATER THAN 25 DEGS. SINCE WE COULD NOT DUPLICATE PROB WE CHOSE NOT TO HAVE MAINT EXAMINE THE ACFT.

Data retrieved from NASA's ASRS site as of July 2007 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.