Narrative:

We pushed a few minutes late due to ATC and no maintenance release. We planned for a takeoff on runway 19R according to the ATIS. After conversations between the captain and the push crew about brake release without clearance; we pushed. With the initiation of the second engine start the maintenance release started printing on ACARS. We also noticed at that time that runway 1L was in use. We got the latest ATIS and the data for runway 1L. Captain made the appropriate changes on the flight plan and performance page and I called for taxi. ATC instructions involved back-taxiing on runway 1R-19L with a couple of taxiway turns before and after. We started taxiing and I selected flaps and was backing the captain up with the clearance. While on runway 1R ground told us to contact clearance for a reroute. As I copied the clearance; the captain inserted the changes. I verified and continued the checklist from the manifest changes. When we went back to ground control they sent us back to tower for an immediate takeoff. The captain applied full power on the brakes and we started down the runway. As I always do when checking the proper power settings; I glanced at the flaps and performance data. I noticed it called for flaps 3 and we had flaps 1. I told the captain we should abort the takeoff because we had an improper flap setting. He quickly looked trying to assess. While maintaining directional control he decided to continue because we were accelerating very quickly. He delayed the rotation about 15K and we got airborne.

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Original NASA ASRS Text

Title: Following a plethora of runway and routing changes during pushback and taxi; the flight crew of an A320 failed to note the need for flap setting three vice one on takeoff from SNA. When alerted by the First Officer well into the takeoff roll the Captain elected to increase the Vr speed and continue the takeoff.

Narrative: We pushed a few minutes late due to ATC and no maintenance release. We planned for a takeoff on Runway 19R according to the ATIS. After conversations between the Captain and the push crew about brake release without clearance; we pushed. With the initiation of the second engine start the maintenance release started printing on ACARS. We also noticed at that time that runway 1L was in use. We got the latest ATIS and the data for Runway 1L. Captain made the appropriate changes on the flight plan and performance page and I called for taxi. ATC instructions involved back-taxiing on Runway 1R-19L with a couple of taxiway turns before and after. We started taxiing and I selected flaps and was backing the Captain up with the clearance. While on Runway 1R ground told us to contact clearance for a reroute. As I copied the clearance; the Captain inserted the changes. I verified and continued the checklist from the manifest changes. When we went back to ground control they sent us back to tower for an immediate takeoff. The Captain applied full power on the brakes and we started down the runway. As I always do when checking the proper power settings; I glanced at the flaps and performance data. I noticed it called for flaps 3 and we had flaps 1. I told the Captain we should abort the takeoff because we had an improper flap setting. He quickly looked trying to assess. While maintaining directional control he decided to continue because we were accelerating very quickly. He delayed the rotation about 15K and we got airborne.

Data retrieved from NASA's ASRS site as of April 2012 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.