Narrative:

We were holding short of runway 26L for takeoff. Once given our takeoff clearance from tower; we started to taxi and got a pack 2 overheat. I instructed to the first officer to turn off pack 2 and pack 1 to continue the takeoff. This action extinguished the pack 2 ovht. As we applied power for takeoff we got a bld vlv 2 fail. We immediately rejected the takeoff and pulled off the runway at the next taxiway; and prior to exiting the runway; after power had been reduced the bld vlv 2 fail message extinguished. At that point we contacted operations and [maintenance control] and facilitated a return to gate. We completed the after landing checklist and initiated standard taxi after 1 minute. With no gate available at the time; we proceeded to a holding pad to do a more thorough assessment. After getting to the pad; I checked the log again; and found that this airplane has had a history of this particular writeup. I knew from my years of flying this aircraft that the pack 2 overheat message solution was to turn the pack off and wait three minutes. The bld vlv 2 fail; could also be associated with this message; indicating something more serious. After consulting the history of the aircraft; we did not consult the QRH at that time since we were on the ground and we were waiting on maintenance. Once we got to the gate; maintenance was consulted and the flight was ultimately cancelled until the next morning with the problem fixed.pack 2 ovht caution message followed by a bld vlv 2 fail caution message on EICAS (engine indication and crew alerting system).I should have been in tune with following procedure after exiting the runway. I did not pay attention to the fact that we should have run the QRH after exiting the runway; prior to calling [maintenance control] and operations. That being said based on my experience and hours in the aircraft and familiarity with the particular caution messages; I stand by my decision to exit the runway and taxi to a holding pad and reassess the whole situation. I may have missed a few details; so the fix will be that I have to be ever vigilant to remember the sequence of events that take place after a rejected takeoff. These procedures should be the same as any other flight abnormality.

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Original NASA ASRS Text

Title: ERJ-145 Captain reported that a pack failure resulted in a rejected takeoff.

Narrative: We were holding short of Runway 26L for takeoff. Once given our takeoff clearance from Tower; we started to taxi and got a pack 2 overheat. I instructed to the First Officer to turn off Pack 2 and Pack 1 to continue the takeoff. This action extinguished the PACK 2 OVHT. As we applied power for takeoff we got a BLD VLV 2 FAIL. We immediately rejected the takeoff and pulled off the runway at the next taxiway; and prior to exiting the runway; after power had been reduced the BLD VLV 2 FAIL message extinguished. At that point we contacted operations and [Maintenance Control] and facilitated a return to gate. We completed the after landing checklist and initiated standard taxi after 1 minute. With no gate available at the time; we proceeded to a holding pad to do a more thorough assessment. After getting to the pad; I checked the log again; and found that this airplane has had a history of this particular writeup. I knew from my years of flying this aircraft that the pack 2 overheat message solution was to turn the pack off and wait three minutes. The BLD VLV 2 FAIL; could also be associated with this message; indicating something more serious. After consulting the history of the aircraft; we did not consult the QRH at that time since we were on the ground and we were waiting on Maintenance. Once we got to the gate; Maintenance was consulted and the flight was ultimately cancelled until the next morning with the problem fixed.PACK 2 OVHT Caution message followed by a BLD VLV 2 FAIL caution message on EICAS (Engine Indication And Crew Alerting System).I should have been in tune with following procedure after exiting the runway. I did not pay attention to the fact that we should have run the QRH after exiting the runway; prior to calling [Maintenance Control] and Operations. That being said based on my experience and hours in the aircraft and familiarity with the particular caution messages; I stand by my decision to exit the runway and taxi to a holding pad and reassess the whole situation. I may have missed a few details; so the fix will be that I have to be ever vigilant to remember the sequence of events that take place after a rejected takeoff. These procedures should be the same as any other flight abnormality.

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.