Narrative:

While taxiing for runway; two status messages were posted. Ground (grd) spoiler fault; flight spoiler fault. A master caution was also posted as grd spoiler. Maintenance was notified and crew was advised to return to gate. Upon return to gate; maintenance personnel replaced the faulty electrical systems and aircraft was returned to service. Aircraft taxied back to runway. All pre-takeoff checks were normal. On the takeoff roll after 80 KTS and before V1 approx. 120 KTS a master caution was posted with a takeoff configuration and ground spoilers. The captain called for an abort and assumed control of aircraft. The aircraft was brought to a stop on the runway; and exited under control to a taxiway. ATC was notified and a call to the flight attendant placed to make sure that all was ok in the cabin. The aircraft was taxied back to a gate. The right brakes were smoking and the brake temperature monitoring system (btms) readings were 8. Maintenance was notified. A walk around was completed along with all appropriate checklists. The only abnormal aspect was the smoking brakes; that subsided with time. A master caution for a takeoff configuration at 120 kts with possible ground spoiler deployment. The captain did a great job in bringing aircraft to a safe stop. I believe that when we have flight control faults the aircraft should undergo deeper checks prior to being released for service. Also during training we should include a high speed abort in simulator training for this exact problem that we experienced.

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Original NASA ASRS Text

Title: A CRJ-200 First Officer reported the Captain decided on a high speed rejected takeoff when they received master caution warnings of 'Takeoff Config' and 'Ground Spoilers.' The reporter stated these items were the subject of maintenance attention prior to takeoff.

Narrative: While taxiing for runway; two status messages were posted. Ground (GRD) spoiler fault; Flight spoiler fault. A Master Caution was also posted as GRD spoiler. Maintenance was notified and crew was advised to return to gate. Upon return to gate; maintenance personnel replaced the faulty electrical systems and aircraft was returned to service. Aircraft taxied back to runway. All pre-takeoff checks were normal. On the takeoff roll after 80 KTS and before V1 approx. 120 KTS a master caution was posted with a takeoff configuration and ground spoilers. The Captain called for an abort and assumed control of aircraft. The aircraft was brought to a stop on the runway; and exited under control to a taxiway. ATC was notified and a call to the flight attendant placed to make sure that all was ok in the cabin. The aircraft was taxied back to a gate. The right brakes were smoking and the Brake temperature Monitoring System (BTMS) readings were 8. Maintenance was notified. A walk around was completed along with all appropriate checklists. The only abnormal aspect was the smoking brakes; that subsided with time. A master caution for a Takeoff configuration at 120 kts with possible ground spoiler deployment. The Captain did a great job in bringing aircraft to a safe stop. I believe that when we have flight control faults the aircraft should undergo deeper checks prior to being released for service. Also during training we should include a high speed abort in simulator training for this exact problem that we experienced.

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.