2011-04 · NASA ASRS report 946190
A CRJ-700 Flight Crew critiqued their response to (later to be determined nuisance) EICAS messages received at and above 100K on their takeoff roll.
I gave the full Company Standard Takeoff Briefing prior to departure. During the normal thrust takeoff just prior to 100K; I looked at EICAS just in time to see a RUD LIMIT FAULT message disappear; and since it was gone; continued takeoff. A second or two after the 100-knot call out; noticed the RUD LIMIT and SPLR STAB faults. Concerned about a multiple failures; I began to retard the thrust levers to abort; then in a split-second; realized/remembered we were above 100kts; therefore shouldn't abort for low-level faults such as these; and immediately advanced the thrust levers back to TOGA DETENT and continued takeoff; which went without further incident. In hindsight; I wish that I had taken another second to evaluate the messages before initiating an abort; or after having started to abort; should have carried through with it. I realize that with a shorter runway; the momentary thrust reduction could have made for a very different outcome. Perhaps there could be more discussion of what messages we abort for below/above 100K. It might be a good time for another handout regarding RTO's and making the go; no-go decision to reinforce our training. In the future; during the takeoff Briefing; I will re-emphasize that above 100kts we will only abort for engine failure; fire; or something that makes the aircraft unsafe to fly. Will also consider a review of the listed 'nuisance' messages with my First Officer as well.
I was the pilot non-flying. We were cleared for takeoff and started the takeoff roll. As we accelerated a Rudder Limit Fault status message momentarily appeared then went away. At this time we were below 100kts. Since the message was a status message that momentarily displayed and went away I did not call a malfunction. We continued to accelerate. I called 100 knots and prior to V1 the Rudder Limit Fault status reappeared along with Spoiler/Stab Fault status. This time it displayed for a few seconds then also disappeared. Again being a status message and a listed nuisance message in the flight standards manual I did not call the malfunction. However;the Captain noticed the message and momentarily reduced thrust. He then immediately pushed the thrust levers back to TOGA and continued the takeoff. I did not notice how much airspeed we lost since I looked down at the thrust levers. We continued to accelerate and I called V1; Rotate; V2. We lifted off and proceeded to our destination. Upon reaching the gate at our destination the Captain and I debriefed the situation.After looking in the flight standards manual I could not find any information in regards to calling out nuisance messages. It would be helpful to have a clarification. To prevent this situation from happening again I would call out the status message to bring it to the Captains attention. By bringing it to his/her attention I think it would be less likely for an aborted takeoff to occur.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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