Narrative:

During takeoff; I advanced the throttles to the takeoff detent. At 35 knots; the 'no takeoff' light illuminated. The abort command was given and I immediately reduced the throttles and exited the runway. Because we were at an uncontrolled airfield and there was no traffic on the frequency or within the area; we stopped on the taxiway and monitored the CTAF. We began to diagnose the cause of the light. Using CRM; we followed all checklists to determine the cause of the light. We checked the position of every switch; trim and flap setting the directly effects the 'no takeoff' light. We moved the flap handle from the 15 degree detent to the 'up' position. As we accomplished the procedure; the light extinguished. We then repositioned the flap handle back to the 15 degree setting. The light stayed out. Since we have been flying this particular aircraft for three consecutive days with no abnormalities; we came to the conclusion that we had an improper flap handle setting. We determined that it was safe to conduct a second takeoff. We followed all checklists and procedures and taxied back to runway 27. After accomplishing the 'before takeoff' checklist; I advanced the throttles to the takeoff detent. At 35 knots; the 'no takeoff' light illuminated again. We did an immediate abort and again exited the runway. I had the first officer monitor the CTAF as I placed a call to maintenance control. Maintenance wanted a second opinion so we did a conference call with the cessna service center to troubleshoot and diagnose the problem. We again reset the flap handle and the 'no takeoff' light extinguished. I explained that the procedure was already completed and the 'no takeoff' light came back on. I then asked about a flaps 7 departure. Using CRM; we collectively determined that it would be safe to conduct a takeoff at the flaps 7 setting; as long as we could obtain valid apg [weight and balance performance] numbers. I had the first officer run the numbers with the current weight and fuel load. I continued the communication with our maintenance control and completed a write-up of the 'no takeoff' light with a flap handle reset corrective action. I completed the call with our maintenance control. I then explained the situation and the collective corrective action to the first officer. We used CRM and our checklists to configure the aircraft for a flaps 7 departure. After completing all checklists; we taxied back to runway 27. We departed and the remainder of the flight was uneventful.

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Original NASA ASRS Text

Title: The flight crew of a CE560XL experienced a 'No Takeoff' warning light during the takeoff roll. Troubleshooting revealed a flap anomaly which was overcome by selecting an alternate flap setting. An uneventful takeoff was then accomplished.

Narrative: During takeoff; I advanced the throttles to the takeoff detent. At 35 knots; the 'NO TAKEOFF' light illuminated. The abort command was given and I immediately reduced the throttles and exited the runway. Because we were at an uncontrolled airfield and there was no traffic on the frequency or within the area; we stopped on the taxiway and monitored the CTAF. We began to diagnose the cause of the light. Using CRM; we followed all checklists to determine the cause of the light. We checked the position of every switch; trim and flap setting the directly effects the 'NO TAKEOFF' light. We moved the flap handle from the 15 degree detent to the 'UP' position. As we accomplished the procedure; the light extinguished. We then repositioned the flap handle back to the 15 degree setting. The light stayed out. Since we have been flying this particular aircraft for three consecutive days with no abnormalities; we came to the conclusion that we had an improper flap handle setting. We determined that it was safe to conduct a second takeoff. We followed all checklists and procedures and taxied back to runway 27. After accomplishing the 'Before Takeoff' checklist; I advanced the throttles to the takeoff detent. At 35 knots; the 'NO TAKEOFF' light illuminated again. We did an immediate abort and again exited the runway. I had the first officer monitor the CTAF as I placed a call to maintenance control. Maintenance wanted a second opinion so we did a conference call with the Cessna service center to troubleshoot and diagnose the problem. We again reset the flap handle and the 'NO TAKEOFF' light extinguished. I explained that the procedure was already completed and the 'NO TAKEOFF' light came back on. I then asked about a flaps 7 departure. Using CRM; we collectively determined that it would be safe to conduct a takeoff at the flaps 7 setting; as long as we could obtain valid APG [weight and balance performance] numbers. I had the first officer run the numbers with the current weight and fuel load. I continued the communication with our maintenance control and completed a write-up of the 'NO TAKEOFF' light with a flap handle reset corrective action. I completed the call with our maintenance control. I then explained the situation and the collective corrective action to the first officer. We used CRM and our checklists to configure the aircraft for a flaps 7 departure. After completing all checklists; we taxied back to runway 27. We departed and the remainder of the flight was uneventful.

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.