Narrative:

We showed up at XA15 for an XB05 taxi when we found our aircraft had 2 MEL's. These distraction us from our normal flows as we had to work out getting IRS alignment using the overhead panel as well as get bug settings for takeoff and climb. As FMC was inoperative, the APU also had an MEL sticker. The APU air was MEL'ed, APU electrical was ok. Ground crew unplugged us adding to us scrambling to get power back on the aircraft. After we started the engines, the first officer missed the flaps on his after start flow. On taxi out we did a takeoff briefing, but never did a before takeoff checklist as we were distraction by an air carrier B727 that may have struck birds on takeoff. We were also distraction by the operation that the first officer had previously flown. After a 5-10 min delay to wait for a runway check by a ground vehicle, we were cleared for takeoff. Upon advancing the thrust levers, we got a takeoff confign horn. We slowed to a stop on the runway never exceeding 20 KTS. The first officer selected 5 degrees flaps and we waited for the flaps to extend, then continued the takeoff. We used only 200-300 ft while this happened, so we felt we didn't need to back taxi for takeoff as we had a 10000 ft runway. As this went on, a non revenue pilot rang the flight attendant call bell until he saw us put out our takeoff flaps. Factors that allowed this to happen were that I, the captain, had a poor night's sleep, that we had 2 MEL's and were very busy without an FMC (routing, bug speeds, etc), the air carrier aircraft with the bird strike, and the fact that the first officer and I were discussing his prior job with the other company. We should have focused on our task to fly the aircraft. We have both learned many lessons from this event.

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Original NASA ASRS Text

Title: A B737-300 FLC FORGETS TO LOWER TKOF FLAPS. AFTER A MOMENTARY STOP ON THE RWY, THEY CONTINUE THE TKOF WITH FLAPS CORRECTLY SET AT GSO, NC.

Narrative: WE SHOWED UP AT XA15 FOR AN XB05 TAXI WHEN WE FOUND OUR ACFT HAD 2 MEL'S. THESE DISTR US FROM OUR NORMAL FLOWS AS WE HAD TO WORK OUT GETTING IRS ALIGNMENT USING THE OVERHEAD PANEL AS WELL AS GET BUG SETTINGS FOR TKOF AND CLB. AS FMC WAS INOP, THE APU ALSO HAD AN MEL STICKER. THE APU AIR WAS MEL'ED, APU ELECTRICAL WAS OK. GND CREW UNPLUGGED US ADDING TO US SCRAMBLING TO GET PWR BACK ON THE ACFT. AFTER WE STARTED THE ENGS, THE FO MISSED THE FLAPS ON HIS AFTER START FLOW. ON TAXI OUT WE DID A TKOF BRIEFING, BUT NEVER DID A BEFORE TKOF CHKLIST AS WE WERE DISTR BY AN ACR B727 THAT MAY HAVE STRUCK BIRDS ON TKOF. WE WERE ALSO DISTR BY THE OP THAT THE FO HAD PREVIOUSLY FLOWN. AFTER A 5-10 MIN DELAY TO WAIT FOR A RWY CHK BY A GND VEHICLE, WE WERE CLRED FOR TKOF. UPON ADVANCING THE THRUST LEVERS, WE GOT A TKOF CONFIGN HORN. WE SLOWED TO A STOP ON THE RWY NEVER EXCEEDING 20 KTS. THE FO SELECTED 5 DEGS FLAPS AND WE WAITED FOR THE FLAPS TO EXTEND, THEN CONTINUED THE TKOF. WE USED ONLY 200-300 FT WHILE THIS HAPPENED, SO WE FELT WE DIDN'T NEED TO BACK TAXI FOR TKOF AS WE HAD A 10000 FT RWY. AS THIS WENT ON, A NON REVENUE PLT RANG THE FLT ATTENDANT CALL BELL UNTIL HE SAW US PUT OUT OUR TKOF FLAPS. FACTORS THAT ALLOWED THIS TO HAPPEN WERE THAT I, THE CAPT, HAD A POOR NIGHT'S SLEEP, THAT WE HAD 2 MEL'S AND WERE VERY BUSY WITHOUT AN FMC (ROUTING, BUG SPDS, ETC), THE ACR ACFT WITH THE BIRD STRIKE, AND THE FACT THAT THE FO AND I WERE DISCUSSING HIS PRIOR JOB WITH THE OTHER COMPANY. WE SHOULD HAVE FOCUSED ON OUR TASK TO FLY THE ACFT. WE HAVE BOTH LEARNED MANY LESSONS FROM THIS EVENT.

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.