Narrative:

Aircraft was foreign medium large transport with advanced 'glass' cockpit. All preflight and before takeoff checks performed in accordance with air carrier and FAA approved checklists including takeoff confign check which involves pressing a button which yields a 'takeoff confign normal' message on mfds if all parameters involving a valid takeoff confign are met. This system is designed to allow a 'normal' message even when the aircraft parking brake is set but will produce a red flashing, 3 chime warning plus a 'takeoff confign park brake' message on mfds if thrust is advanced to min takeoff power setting with parking brake set. With above in mind, here's what happened: tower cleared our flight for takeoff, first officer advanced thrust levers as aircraft began takeoff roll. Aircraft accelerated normally but as power reached min takeoff setting we got a park brake takeoff confign warning. Power was brought back to idle, ATC was informed we would exit runway. Aircraft speed was at about taxi speed. Park brake 'T' handle appeared to be in the full down or 'off' position, however, once clear of runway noticed that free end (excess) of captain's right lap belt (fastened) had been trapped between console and bottom of park brake 'T' handle preventing it from going all the way flush and down thus causing brakes to be off but annunciated 'on' by takeoff warning. Removing lap belt 'cured' the problem and successful takeoff followed. Dispatch informed us that FAA was involved. Callback conversation with reporter revealed the following information: reporter called back and stated that a report of this incident was sent to his air carrier dispatch office. Dispatcher had notified reporter that the FAA was looking into the abort takeoff since a return to the ramp had not been executed after the abort. Reporter felt that this was not a 'straight mechanical problem' and did not require a logbook entry. Report was filed as a precaution against any violation. Reporter had nothing else to add of substance. Reporter agreed that sensing of warning system comes off of 'T' handle position rather than brake sensors.

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Original NASA ASRS Text

Title: TKOF ABORTED AFTER TKOF WARNING ALERTS CREW OF PARKING BRAKE BEING IN THE 'SET' POS DURING TKOF.

Narrative: ACFT WAS FOREIGN MLG WITH ADVANCED 'GLASS' COCKPIT. ALL PREFLT AND BEFORE TKOF CHKS PERFORMED IN ACCORDANCE WITH ACR AND FAA APPROVED CHKLISTS INCLUDING TKOF CONFIGN CHK WHICH INVOLVES PRESSING A BUTTON WHICH YIELDS A 'TKOF CONFIGN NORMAL' MESSAGE ON MFDS IF ALL PARAMETERS INVOLVING A VALID TKOF CONFIGN ARE MET. THIS SYS IS DESIGNED TO ALLOW A 'NORMAL' MESSAGE EVEN WHEN THE ACFT PARKING BRAKE IS SET BUT WILL PRODUCE A RED FLASHING, 3 CHIME WARNING PLUS A 'TKOF CONFIGN PARK BRAKE' MESSAGE ON MFDS IF THRUST IS ADVANCED TO MIN TKOF PWR SETTING WITH PARKING BRAKE SET. WITH ABOVE IN MIND, HERE'S WHAT HAPPENED: TWR CLRED OUR FLT FOR TKOF, FO ADVANCED THRUST LEVERS AS ACFT BEGAN TKOF ROLL. ACFT ACCELERATED NORMALLY BUT AS PWR REACHED MIN TKOF SETTING WE GOT A PARK BRAKE TKOF CONFIGN WARNING. PWR WAS BROUGHT BACK TO IDLE, ATC WAS INFORMED WE WOULD EXIT RWY. ACFT SPD WAS AT ABOUT TAXI SPD. PARK BRAKE 'T' HANDLE APPEARED TO BE IN THE FULL DOWN OR 'OFF' POS, HOWEVER, ONCE CLR OF RWY NOTICED THAT FREE END (EXCESS) OF CAPT'S R LAP BELT (FASTENED) HAD BEEN TRAPPED BTWN CONSOLE AND BOTTOM OF PARK BRAKE 'T' HANDLE PREVENTING IT FROM GOING ALL THE WAY FLUSH AND DOWN THUS CAUSING BRAKES TO BE OFF BUT ANNUNCIATED 'ON' BY TKOF WARNING. REMOVING LAP BELT 'CURED' THE PROBLEM AND SUCCESSFUL TKOF FOLLOWED. DISPATCH INFORMED US THAT FAA WAS INVOLVED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR CALLED BACK AND STATED THAT A RPT OF THIS INCIDENT WAS SENT TO HIS ACR DISPATCH OFFICE. DISPATCHER HAD NOTIFIED RPTR THAT THE FAA WAS LOOKING INTO THE ABORT TKOF SINCE A RETURN TO THE RAMP HAD NOT BEEN EXECUTED AFTER THE ABORT. RPTR FELT THAT THIS WAS NOT A 'STRAIGHT MECHANICAL PROBLEM' AND DID NOT REQUIRE A LOGBOOK ENTRY. RPT WAS FILED AS A PRECAUTION AGAINST ANY VIOLATION. RPTR HAD NOTHING ELSE TO ADD OF SUBSTANCE. RPTR AGREED THAT SENSING OF WARNING SYS COMES OFF OF 'T' HANDLE POS RATHER THAN BRAKE SENSORS.

Data retrieved from NASA's ASRS site as of July 2007 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.