Flight crew aborted takeoff in response to takeoff warning.

Attributes
ACN	315393
Time
Date	199509
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : mke
State Reference	WI
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : ist
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Flight Phase	climbout : takeoff
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 240 flight time total : 11000 flight time type : 2800
ASRS Report	315393
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified
Resolutory Action	aircraft : equipment problem dissipated flight crew : overcame equipment problem flight crew : rejected takeoff
Consequence	Other
Supplementary
Air Traffic Incident	other

Narrative:

Advanced thrust levers for takeoff and takeoff confign warning horn sounded. I immediately reduced thrust and taxied up to next intersection and taxied clear. First officer had already reported rejecting takeoff. Taxied to 'clear area' and rechked flaps/slats, etc, for proper confign (they were) and handles completely seated. Advanced thrust lever, no horn sounded. We redid all flows and checklists and departed runway 19R without incident. The aircraft manufacturer and my airline both allow taxiing with #2 engine in reverse to slow taxi speeds when light. I routinely do this to save brake wear. The one caveat is to make sure that you do not pull the reverse handle up far enough to physically pop speed brake handle into armed position. I try to always check speed brake handle when stowing reverser. Sometimes (often) the handle will not be armed but just slightly unseated, in this case enough to sound the confign warning horn. Not a big deal, but I will be more careful in my thrust reverser/speed brake flow. Possibly the use of reverse thrust for taxi needs to be readdressed by company training department.

Original NASA ASRS Text

Title: FLC ABORTED TKOF IN RESPONSE TO TKOF WARNING.

Narrative: ADVANCED THRUST LEVERS FOR TKOF AND TKOF CONFIGN WARNING HORN SOUNDED. I IMMEDIATELY REDUCED THRUST AND TAXIED UP TO NEXT INTXN AND TAXIED CLR. FO HAD ALREADY RPTED REJECTING TKOF. TAXIED TO 'CLR AREA' AND RECHKED FLAPS/SLATS, ETC, FOR PROPER CONFIGN (THEY WERE) AND HANDLES COMPLETELY SEATED. ADVANCED THRUST LEVER, NO HORN SOUNDED. WE REDID ALL FLOWS AND CHKLISTS AND DEPARTED RWY 19R WITHOUT INCIDENT. THE ACFT MANUFACTURER AND MY AIRLINE BOTH ALLOW TAXIING WITH #2 ENG IN REVERSE TO SLOW TAXI SPDS WHEN LIGHT. I ROUTINELY DO THIS TO SAVE BRAKE WEAR. THE ONE CAVEAT IS TO MAKE SURE THAT YOU DO NOT PULL THE REVERSE HANDLE UP FAR ENOUGH TO PHYSICALLY POP SPD BRAKE HANDLE INTO ARMED POS. I TRY TO ALWAYS CHK SPD BRAKE HANDLE WHEN STOWING REVERSER. SOMETIMES (OFTEN) THE HANDLE WILL NOT BE ARMED BUT JUST SLIGHTLY UNSEATED, IN THIS CASE ENOUGH TO SOUND THE CONFIGN WARNING HORN. NOT A BIG DEAL, BUT I WILL BE MORE CAREFUL IN MY THRUST REVERSER/SPD BRAKE FLOW. POSSIBLY THE USE OF REVERSE THRUST FOR TAXI NEEDS TO BE READDRESSED BY COMPANY TRAINING DEPT.

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.