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CE560XL captain reported rejecting the takeoff after there was some confusion getting the autothrottles correctly set.
| Attributes | |
| ACN | 1520035 |
| Time | |
| Date | 201802 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Citation Excel (C560XL) |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Takeoff |
| Flight Plan | IFR |
| Person 1 | |
| Function | Captain Pilot Not Flying |
| Qualification | Flight Crew Instrument Flight Crew Flight Instructor Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 75 Flight Crew Total 4800 Flight Crew Type 3000 |
| Events | |
| Anomaly | Deviation - Procedural Published Material / Policy |
Narrative:
The first officer (first officer) was the pilot flying (PF) [the] takeoff. Our company SOP has the captain take the throttles after the first officer sets takeoff thrust; as the captain is responsible for performing an aborted takeoff regardless of who is PF. This was my first takeoff with this recently hired first officer flying the aircraft. The first officer accidentally pushed the thrust levers past the takeoff thrust detent when setting takeoff thrust; so when I looked back at the engine instruments after taking the throttles; there was no 'T/O' (takeoff thrust) indication. I suspected he had pushed the thrust levers too far and tried to pull the throttles back into the proper detent; felt a decrease in thrust; saw a 'climb' indication on the engine display; and chose to abort the takeoff from approximately 50 KIAS without incident. The takeoff could have been continued by pushing the throttles back into 'T/O' but it was too much distraction and confusion at that point for my comfort in an accelerating aircraft with the possibility of more critical go/no go decisions to make at higher speeds so I chose to abort the takeoff. Contributing factors: low time first officer with limited experience in the aircraft; captain unfamiliar with first officer's level of proficiency.
Original NASA ASRS Text
Title: CE560XL Captain reported rejecting the takeoff after there was some confusion getting the autothrottles correctly set.
Narrative: The First Officer (FO) was the pilot flying (PF) [the] takeoff. Our company SOP has the Captain take the throttles after the FO sets takeoff thrust; as the Captain is responsible for performing an aborted takeoff regardless of who is PF. This was my first takeoff with this recently hired FO flying the aircraft. The FO accidentally pushed the thrust levers past the takeoff thrust detent when setting takeoff thrust; so when I looked back at the engine instruments after taking the throttles; there was no 'T/O' (takeoff thrust) indication. I suspected he had pushed the thrust levers too far and tried to pull the throttles back into the proper detent; felt a decrease in thrust; saw a 'CLB' indication on the engine display; and chose to abort the takeoff from approximately 50 KIAS without incident. The takeoff could have been continued by pushing the throttles back into 'T/O' but it was too much distraction and confusion at that point for my comfort in an accelerating aircraft with the possibility of more critical go/no go decisions to make at higher speeds so I chose to abort the takeoff. Contributing factors: low time FO with limited experience in the aircraft; Captain unfamiliar with FO's level of proficiency.
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.