Narrative:

Tower cleared us for take-off. I advanced the power-levers just past idle. At this time an engine fail annunciation and voice notified us of the left engine fail. I returned the power levers to idle and stopped on the runway with 10;300 feet approximately of runway xxr remaining. We notified tower of a problem and requested to hold in our present position. Approved. After about 2 minutes I requested to taxi clear of the runway at Z and taxi back to the runway end. Approved. At this point I asked tower for approval to walk outside the aircraft. Approved. I did a general inspection of the aircraft and in particular the left engine nacelle looking for obvious signs of problems such as leaking fuel or small animal remains on or in the engine intake. None noted. I then called our [operations control] for discussion and advice. At the conclusion of this discussion and his call to the aviation mechanic on-call who suggested restarting the engine and doing a several full power engine run-ups and if there was no additional problem continue the flight return to our home base where the engine would be inspected. This was accomplished with no additional faults. [Operations control] and I discussed the situation and I decided to continue. The additional 2 take-offs were normal. When an additional aviation mechanic was notified he was extremely critical of this decision. I failed to recognize the need to place a discrepancy in the maintenance logbook as I should have. This was not done intentionally but as an oversight. At engine inspection a sensor that compares power lever angle and N2 idle speed had a disagreement which caused the fadec to shut down the engine in question.

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Original NASA ASRS Text

Title: Cessna C525 Captain reported automatic engine shutdown on takeoff roll due to an engine sensor failing.

Narrative: Tower cleared us for take-off. I advanced the power-levers just past idle. At this time an engine fail annunciation and voice notified us of the Left Engine Fail. I returned the power levers to idle and stopped on the runway with 10;300 feet approximately of runway XXR remaining. We notified tower of a problem and requested to hold in our present position. Approved. After about 2 minutes I requested to taxi clear of the runway at Z and taxi back to the runway end. Approved. At this point I asked tower for approval to walk outside the aircraft. Approved. I did a general inspection of the aircraft and in particular the left engine nacelle looking for obvious signs of problems such as leaking fuel or small animal remains on or in the engine intake. None noted. I then called our [Operations Control] for discussion and advice. At the conclusion of this discussion and his call to the aviation mechanic on-call who suggested restarting the engine and doing a several full power engine run-ups and if there was no additional problem continue the flight return to our home base where the engine would be inspected. This was accomplished with no additional faults. [Operations Control] and I discussed the situation and I decided to continue. The additional 2 take-offs were normal. When an additional aviation mechanic was notified he was extremely critical of this decision. I failed to recognize the need to place a discrepancy in the maintenance logbook as I should have. This was not done intentionally but as an oversight. At engine inspection a sensor that compares power lever angle and N2 idle speed had a disagreement which caused the FADEC to shut down the engine in question.

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.