Narrative:

This was our first leg together. First officer is on IOE and has been graded as 'slightly behind schedule' in his training. I was the pilot flying and after receiving takeoff clearance we lined up; applied power and began the normal takeoff. At approximately V1 minus 1 knot tower issued 'aircraft X cancel takeoff clearance. Aircraft Y stop!' we accomplished the rejected takeoff procedure during which the tower controller stated; 'aircraft Y you were not cleared to cross that runway.' we actually passed aircraft Y (it was on an adjacent taxiway and apparently over the hold short line; but well clear of our path) and we were not able to detect how far across the hold short line he was. Deceleration was smooth and we stopped with adequate runway remaining. After slowing to a safe speed we exited the runway on a high speed taxiway and stopped the aircraft.I determined that the aircraft was secure (nobody trying to evacuate; for example). ATC asked us if we needed any assistance. I advised them that we did not; but needed somewhere to sit and coordinate with the company. In the plethora of radio transmissions that followed (many that I had to do myself due to the first officer's lack of familiarity with high-tempo ATC clearances; instructions; and the airport) I got distracted and failed to call for the rejected takeoff checklist; we accomplished the procedures; but did not actually pull out the checklist and execute it. We taxied as instructed; stopped; and I made a PA to the passengers explaining in simple terms (and not naming the company of the other aircraft involved) why we rejected the takeoff. At that point we coordinated with the company and made a gate return. After arriving at the gate we pulled out the checklist to verify that we complied with all the elements of the QRH and found that we had.upon deplaning the passengers I quickly learned that the flight attendant did an outstanding job keeping the passengers calm and informed. Nobody panicked and nobody was overly annoyed or agitated. One particular passenger stuck his hand out and thanked me for the good job and keeping them safe. Several others did this on the way out though there were a few scowls as well. There were no passenger injuries and all; but 1 of them returned later after the aircraft was inspected and returned to service. Many of the returning passengers thanked us for keeping them safe.note there are several items in this event that could have been done better. Which is why I am filing:1. I unintentionally did not follow SOP and stop the aircraft on the runway and execute the QRH after the rejected takeoff. This was not an intentional act; but since the deceleration felt much like a max performance landing (and no otherwise reject-causing issue with the aircraft) I subconsciously initially treated the rollout more like a landing. I realized what I had done a bit later.2. The air traffic control atmosphere can be daunting for new pilots with its high operations tempo nature. The first officer was struggling on the radio and we had already missed at least one radio call from them on the taxi causing them to ask 'how do you hear?' my response was; 'you're (coming across) fine; I'm doing training and we were off a digit on your frequency.' (this was all before the rejected takeoff.) after the event I was a bit more concerned about clogging up the departures by stopping on the runway and let that lead me into forgetting to stop and do the QRH.3. The first officer told me he put his hand on the card after we had stopped; but did not challenge me to do the checklist. We talked about that.I used to include in my 'abnormals' briefing the phrase; 'if we do have to reject a takeoff we'll stop the aircraft on the runway and do the QRH. Then; if we can taxi; we'll taxi clear of the runway and do the rest of our procedures and checklists.' I have dropped that off (unintentionally); but realize now that I need to reiterate it; especially when conducting new hire IOE. I encouraged the first officer to 'speak up' if he thinks something (or something else) should be done in a situation like this.although I have a strong background in ATC I need to remember my priorities and not worry about what is going to happen to the departure flow (for example) if we have to stop on the runway (or a taxiway for that matter.). Priorities.

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Original NASA ASRS Text

Title: CRJ-200 Captain reported a rejected takeoff where he did not stop the aircraft on the runway or call for the rejected takeoff checklist.

Narrative: This was our first leg together. First Officer is on IOE and has been graded as 'slightly behind schedule' in his training. I was the pilot flying and after receiving takeoff clearance we lined up; applied power and began the normal takeoff. At approximately V1 minus 1 knot Tower issued 'aircraft X cancel takeoff clearance. Aircraft Y STOP!' We accomplished the rejected takeoff procedure during which the Tower controller stated; 'aircraft Y you were not cleared to cross that runway.' We actually passed aircraft Y (it was on an adjacent taxiway and apparently over the hold short line; but well clear of our path) and we were not able to detect how far across the hold short line he was. Deceleration was smooth and we stopped with adequate runway remaining. After slowing to a safe speed we exited the runway on a high speed taxiway and stopped the aircraft.I determined that the aircraft was secure (nobody trying to evacuate; for example). ATC asked us if we needed any assistance. I advised them that we did not; but needed somewhere to sit and coordinate with the company. In the plethora of radio transmissions that followed (many that I had to do myself due to the First Officer's lack of familiarity with high-tempo ATC clearances; instructions; and the airport) I got distracted and failed to call for the rejected takeoff checklist; we accomplished the procedures; but did not actually pull out the checklist and execute it. We taxied as instructed; stopped; and I made a PA to the passengers explaining in simple terms (and not naming the company of the other aircraft involved) why we rejected the takeoff. At that point we coordinated with the Company and made a gate return. After arriving at the gate we pulled out the checklist to verify that we complied with all the elements of the QRH and found that we had.Upon deplaning the passengers I quickly learned that the flight attendant did an outstanding job keeping the passengers calm and informed. Nobody panicked and nobody was overly annoyed or agitated. One particular passenger stuck his hand out and thanked me for the good job and keeping them safe. Several others did this on the way out though there were a few scowls as well. There were no passenger injuries and all; but 1 of them returned later after the aircraft was inspected and returned to service. Many of the returning passengers thanked us for keeping them safe.Note there are several items in this event that could have been done better. Which is why I am filing:1. I unintentionally did not follow SOP and stop the aircraft on the runway and execute the QRH after the rejected takeoff. This was not an intentional act; but since the deceleration felt much like a max performance landing (and no otherwise reject-causing issue with the aircraft) I subconsciously initially treated the rollout more like a landing. I realized what I had done a bit later.2. The air traffic control atmosphere can be daunting for new pilots with its high operations tempo nature. The First Officer was struggling on the radio and we had already missed at least one radio call from them on the taxi causing them to ask 'How do you hear?' My response was; 'You're (coming across) fine; I'm doing training and we were off a digit on your frequency.' (This was all before the rejected takeoff.) After the event I was a bit more concerned about clogging up the departures by stopping on the runway and let that lead me into forgetting to stop and do the QRH.3. The First Officer told me he put his hand on the card after we had stopped; but did not challenge me to do the checklist. We talked about that.I used to include in my 'abnormals' briefing the phrase; 'If we do have to reject a takeoff we'll stop the aircraft on the runway and do the QRH. Then; if we can taxi; we'll taxi clear of the runway and do the rest of our procedures and checklists.' I have dropped that off (unintentionally); but realize now that I need to reiterate it; especially when conducting new hire IOE. I encouraged the First Officer to 'speak up' if he thinks something (or something else) should be done in a situation like this.Although I have a strong background in ATC I need to remember my priorities and not worry about what is going to happen to the departure flow (for example) if we have to stop on the runway (or a taxiway for that matter.). Priorities.

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.