Narrative:

Takeoff was rejected due to 'engine [throttle level angle (tla)] not toga' message received during the takeoff roll. The message was received due to the autothrottles mistakenly not being armed during the captain's 'before taking the runway' flow. This occurred on runway 9 after a quick taxi out and the pressure to meet our expected wheels up time.during the taxi out; we were unable to receive the close-out takeoff numbers through the ACARS and were task loaded due to the need for calling station ops to manually copy the data. Once received; the heavier than expected takeoff weight caused us to reference the weight variation chart in the performance manual. Once valid takeoff date was entered and the checklists complete; we began the takeoff role at max power. The first officer (first officer) was the pilot flying and I was the pilot [not] flying. When we noticed that the autothrottles were not armed; I attempted to arm them but we [had passed] the speed window that allows the function. '80 knots' calls were missed and at approximately the same time the 'engine tla not toga' caution was received. Since we had not made the '80 knots' call; a rejected takeoff was made at above 80 but below 100 knots. It was a clear; dry day. We comfortably made the turn off of runway 9 at charlie taxiway. After the reject; the first officer and myself debriefed the event; and referenced the QRH. Due to the high speed reject; a gate return and maintenance inspection ensued.after discussion with the first officer; both of us were aware but not confident with the procedure of manually placing the thrust levers into the toga position. In the future; we are now fully aware that the takeoff can continue in a similar situation.task saturation caused an important item to be omitted from the captain's flow. When we accepted the takeoff clearance; it was agreed upon (incorrectly) that we were caught up and ready to depart. As the takeoff roll began and we accelerated; it became obvious that we were behind the aircraft and I decided to reject in the interest of safety.

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Original NASA ASRS Text

Title: ERJ-190 flight crew reported rejecting the takeoff between 80 and 100 kts because they failed to arm the autothrottles.

Narrative: Takeoff was rejected due to 'ENG [Throttle Level Angle (TLA)] NOT TOGA' message received during the takeoff roll. The message was received due to the autothrottles mistakenly NOT being armed during the Captain's 'Before Taking the Runway' flow. This occurred on Runway 9 after a quick taxi out and the pressure to meet our expected wheels up time.During the taxi out; we were unable to receive the close-out takeoff numbers through the ACARS and were task loaded due to the need for calling station Ops to manually copy the data. Once received; the heavier than expected takeoff weight caused us to reference the Weight Variation chart in the performance manual. Once valid takeoff date was entered and the checklists complete; we began the takeoff role at Max power. The First Officer (FO) was the pilot flying and I was the pilot [not] flying. When we noticed that the autothrottles were NOT armed; I attempted to arm them but we [had passed] the speed window that allows the function. '80 knots' calls were missed and at approximately the same time the 'ENG TLA NOT TOGA' caution was received. Since we had not made the '80 knots' call; a Rejected Takeoff was made at above 80 but below 100 knots. It was a clear; dry day. We comfortably made the turn off of runway 9 at Charlie taxiway. After the reject; the FO and myself debriefed the event; and referenced the QRH. Due to the high speed reject; a gate return and maintenance inspection ensued.After discussion with the FO; both of us were aware but not confident with the procedure of manually placing the thrust levers into the TOGA position. In the future; we are now fully aware that the takeoff can continue in a similar situation.Task saturation caused an important item to be omitted from the Captain's flow. When we accepted the takeoff clearance; it was agreed upon (incorrectly) that we were caught up and ready to depart. As the takeoff roll began and we accelerated; it became obvious that we were behind the aircraft and I decided to reject in the interest of safety.

Data retrieved from NASA's ASRS site 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.