Date: 201509
Location: ZZZZ.Airport, FO
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Beginning our takeoff from; 'position and hold;' at 1.4 EPR; upon engaging the auto throttles; the TO warning horn immediately sounded. Our speed was very slow and I immediately began the mental and physical process of aborting the takeoff. However; my First Officer immediately recognized the problem and placed the flap handle from 1 to 5 degrees. Immediately the warning horn silenced and the auto throttles very rapidly moved the throttles to takeoff power. That interrupted my abort decision and action. I reasoned that this was now no more than a rolling takeoff within the usual very beginning of the runway and so I elected to continue the takeoff. As far as the flaps not being in the proper takeoff position; I have long recognized that flying with highly experienced pilots is a strong plus overall; but also presents a special challenge of going too quickly as well as not being as thorough in examining each and every area called for in each step of the checklist. I do make it a point to brief exactly that in my initial crew briefing with each new crew. I do always reach over and make sure the flap handle is in the detent; but in this case I obviously did not look closely enough at the actual gauge indication.


Second narrative: We were cleared for an immediate takeoff. As the CA pushed the throttles forward at the start of the takeoff roll; configuration aural warning sounded and light illuminated. CA retarded throttles to idle; and flap handle and flap position were discovered to be in the 1 degree position instead of the required 5 degree position. The flap handle was then reset to the 5 degree position. CA then reinitiated the takeoff roll; pushing throttles toward takeoff power with no accompanying configuration warnings. Everything after that appeared normal.Then I got a call informing me that Operations had reported the flaps had not yet fully traveled to the 5 degree setting prior to the start of our takeoff roll; only reaching the proper setting at some point along the takeoff roll and before rotation.Quite simply; I need to work to ensure that I have full situational awareness and am fully engaged during critical stages of flight.


Synopsis: B767-300 Crew reported that the Takeoff Warning Horn sounded as the autothrottles were engaged for takeoff and although the Captain was about to abort; the First Officer recognized the problem and set the flaps from 1 to 5. When the autothrottles rapidly moved to takeoff power; the takeoff was resumed.