Narrative:

Just after commencing the takeoff on ZZZ runway xx; we received a master warning for both aileron and rudder configuration; and I elected to perform a rejected takeoff. The first indication of the condition occurred at approximately 115 kts and; considering perception/reaction time; the rejected takeoff (rejected takeoff) maneuver was performed at approximately 125 kts. The aircraft stopped within the available runway length and; per ATC request; we taxied clear of the runway. After clearing; we performed the non-normal QRH for rejected takeoff; including the post-rejected takeoff considerations. After conferring with dispatch; maintenance control; and [dispatch] management; we returned to the gate and deplaned.at the [time of] writing; the cause for the configuration warnings is unknown to me. Prior to accepting the takeoff clearance we verified; per the respective taxi and before takeoff checklists; that the flaps and trims were in their appropriate positions; and that the T/O configuration ok advisory message was posted. I noted the airspeed to be below V1; the pm (pilot monitoring) had not yet made the 'V1' callout; then observed the respective aileron and rudder trim indications on ED2 to each be at nearly full-scale deflection and cross-controlled.I considered the ramifications of taking the aircraft airborne; not knowing how it might aerodynamically perform; given the apparent positioning of the aileron and rudder trims. I elected to perform the rejected takeoff maneuver under the presumption that the aircraft was now in an 'unsafe or unable to fly' condition. On further observation of EICAS indications; I noted the flaps indication to be blank; e.g. 'Dashes' where there should have been a nominal indication; and a flaps degraded status message. On visual examination of the flight control surfaces; the first officer (first officer) noted the ailerons to be deflected consistent with a slight right roll; while the EICAS trim indication showed a full-left deflection; and the rudder to be deflected slightly left; while the EICAS trim indication showed a full-right deflection. Prior to exiting the aircraft I generated an MM01 write-up synopsizing the above-description. Per [maintenance control] I completed the secure checklist and powered-down the aircraft.

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Original NASA ASRS Text

Title: CRJ-200 flight crew reported performing a rejected takeoff due to flight control anomaly.

Narrative: Just after commencing the takeoff on ZZZ Runway XX; we received a Master Warning for both aileron and rudder configuration; and I elected to perform a rejected takeoff. The first indication of the condition occurred at approximately 115 kts and; considering perception/reaction time; the RTO (Rejected Takeoff) maneuver was performed at approximately 125 kts. The aircraft stopped within the available runway length and; per ATC request; we taxied clear of the runway. After clearing; we performed the non-normal QRH for rejected takeoff; including the post-RTO considerations. After conferring with Dispatch; Maintenance Control; and [Dispatch] Management; we returned to the gate and deplaned.At the [time of] writing; the cause for the configuration warnings is unknown to me. Prior to accepting the takeoff clearance we verified; per the respective taxi and before takeoff checklists; that the flaps and trims were in their appropriate positions; and that the T/O CONFIG OK advisory message was posted. I noted the airspeed to be below V1; the PM (Pilot Monitoring) had not yet made the 'V1' callout; then observed the respective aileron and rudder trim indications on ED2 to each be at nearly full-scale deflection and cross-controlled.I considered the ramifications of taking the aircraft airborne; not knowing how it might aerodynamically perform; given the apparent positioning of the aileron and rudder trims. I elected to perform the RTO maneuver under the presumption that the aircraft was now in an 'unsafe or unable to fly' condition. On further observation of EICAS indications; I noted the flaps indication to be blank; e.g. 'dashes' where there should have been a nominal indication; and a FLAPS DEGRADED status message. On visual examination of the flight control surfaces; the FO (First Officer) noted the ailerons to be deflected consistent with a slight right roll; while the EICAS trim indication showed a full-left deflection; and the rudder to be deflected slightly left; while the EICAS trim indication showed a full-right deflection. Prior to exiting the aircraft I generated an MM01 write-up synopsizing the above-description. Per [Maintenance Control] I completed the Secure Checklist and powered-down the aircraft.

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.