THE PF SILENCES A TKOF WARNING HORN IN A B737-700 BY ADDING MORE FLAPS WITHOUT COORD WITH THE PNF. AN ERRONEOUS WARNING PROB HAD BEEN WORKED ON BEFORE DEP.

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ON TKOF ROLL WE RECEIVED A TKOF WARNING (FLAPS) EVEN THOUGH THE FLAPS WERE IN THE PROPER (5 DEGS) POS. THE CAPT AND I KNEW THE FLAP POS WAS CORRECT AS A MECH HAD BEEN WORKING THE ISSUE AT THE GATE AND HAD CORRECTED THE PROB; BUT IT WAS INTERMITTENT. THE CAPT HAD BEEN OPERATING THE FLAP HANDLE ON THE TAXI AND I ASSUMED HE HAD A PLAN REGARDING THE LIGHT AND HOW WE'RE GOING TO DEAL WITH THE PROB IF WE GOT THE LIGHT AGAIN. WE DID ON THE TKOF ROLL AND HE SELECTED FLAPS 10 DEGS. THE LIGHT WENT OUT AND A FLAPS 10 DEG TKOF WAS PERFORMED. ENRTE THE LIGHT REMAINED INTERMITTENT AND I CALLED FOR THE 'LEADING EDGE DEVICE IN TRANSIT CHKLIST.' WE RAN THE CHKLIST AND THE OPC; AND OPERATED THE ACFT PER THE MEL WHILE THE LIGHT WAS ON. DISPATCH WAS CONTACTED AND WE DEFERRED THE ITEM IN SAT. ENRTE I DISCUSSED MY DISCOMFORT WITH WHAT HAD HAPPENED ON THE TKOF ROLL AS I FELT SOMEWHAT OUT OF THE LOOP. I TOLD THE PIC I THOUGHT WE NEEDED TO FILL OUT AN ASAP FORM AND ALSO TO GET THE ASAP TEAMS TO TAKE ON THE ISSUE. I TAKE FULL RESPONSIBILITY FOR NOT MAKING A BIGGER ISSUE ON THE TKOF ROLL; BUT MY JUDGEMENT LED ME TO BELIEVE THIS WAS NOT THE TIME TO GET INTO A TUG OF WAR OVER THE OP OF THE ACFT. IT WAS THE CAPT'S LEG; I KNEW THE ACFT WOULD FLY; AND SAFETY WAS NOT A FACTOR. (WE BOTH KNEW THE LIGHT WAS ERRONEOUS.) I ALSO KNEW WE WERE DEVIATING FROM COMPANY PROCS.