Narrative:

Max power takeoff was planed (due to deicing). The aircraft was relatively light with a takeoff weight of 100.7 lbs. It was my (captain) takeoff. After takeoff power was set by my first officer; we heard a click similar to a generator relay closing. Right after the 'click' sound; I noticed my flight director command bars went out of view immediately followed by the two master caution lights. The 'fuel'; 'elec'; 'anti-ice'; 'hydraulic' and 'over head' lights illuminated on the annunciator panel. The 80 knot call out had not yet been made. I announced my intention to abort the takeoff; and after the reject procedure was initiated; my first officer informed the tower. During the reject; the rejected takeoff function of the auto brake activated; the braking was very aggressive; and I let the auto brakes bring the aircraft to a complete stop. I asked my first officer to make a PA and tell everybody to remain seated. The tower asked if we needed any assistance and I initially said no. My first officer and I then smelled burning rubber and I made contact with the flight attendants who confirmed the burning rubber smell. The tower then informed us they saw smoke coming from our landing gear area. We requested the fire trucks be sent; and I asked my first officer for the rejected takeoff checklist. In the meantime; I made a PA and told the passengers we rejected our takeoff out of caution because of several system malfunctions and that everything was okay and the fire trucks will be coming out to check out our tires and we will be returning to the gate in a few minutes. Tower cleared me to the ground control frequency so I could contact the fire trucks. As the fire trucks approached the aircraft; I informed them that both our engines were still running. The contact person in the fire truck told us everything appeared fine with no smoke from the landing gear and that no tires deflated. After checking the brake cooling on the opc; we cleared the runway and asked the fire trucks to follow us back to the gate. We contacted operations and informed them of our reject and requested a gate and parked. After parking; a mechanic came in the cockpit and asked us what happened. We determined the number 2 generator tripped causing the multiple system caution lights. After explaining our situation to the mechanic; I checked on my crew and informed dispatch; the chief pilot on duty; and the tower of our situation. My crew; particularly my first officer; did an outstanding job. All the passengers remained very calm and cooperative.

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Original NASA ASRS Text

Title: Crew received multiple flight instrument failures and warning indications during take-off; and executed an abort.First Officer could not locate the QRH page referencing an RTO.

Narrative: Max power takeoff was planed (due to deicing). The aircraft was relatively light with a takeoff weight of 100.7 lbs. It was my (Captain) takeoff. After takeoff power was set by my First Officer; we heard a click similar to a generator relay closing. Right after the 'click' sound; I noticed my flight director command bars went out of view immediately followed by the two Master Caution lights. The 'FUEL'; 'ELEC'; 'ANTI-ICE'; 'HYD' and 'OVER HEAD' lights illuminated on the annunciator panel. The 80 knot call out had not yet been made. I announced my intention to abort the takeoff; and after the reject procedure was initiated; my First Officer informed the Tower. During the reject; the RTO function of the auto brake activated; the braking was very aggressive; and I let the auto brakes bring the aircraft to a complete stop. I asked my First Officer to make a PA and tell everybody to remain seated. The Tower asked if we needed any assistance and I initially said no. My First Officer and I then smelled burning rubber and I made contact with the flight attendants who confirmed the burning rubber smell. The Tower then informed us they saw smoke coming from our landing gear area. We requested the fire trucks be sent; and I asked my First Officer for the RTO Checklist. In the meantime; I made a PA and told the passengers we rejected our takeoff out of caution because of several system malfunctions and that everything was okay and the fire trucks will be coming out to check out our tires and we will be returning to the gate in a few minutes. Tower cleared me to the Ground Control frequency so I could contact the fire trucks. As the fire trucks approached the aircraft; I informed them that both our engines were still running. The contact person in the fire truck told us everything appeared fine with no smoke from the landing gear and that no tires deflated. After checking the brake cooling on the OPC; we cleared the runway and asked the fire trucks to follow us back to the gate. We contacted Operations and informed them of our reject and requested a gate and parked. After parking; a Mechanic came in the cockpit and asked us what happened. We determined the Number 2 generator tripped causing the multiple system caution lights. After explaining our situation to the Mechanic; I checked on my crew and informed Dispatch; the Chief Pilot on duty; and the Tower of our situation. My crew; particularly my First Officer; did an outstanding job. All the passengers remained very calm and cooperative.

Data retrieved from NASA's ASRS site as of July 2013 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.