Narrative:

I was the PF assigned to a commuter flight from bwi to isp. We were instructed by bwi ground control to taxi to runway 33R. After stopping at the hold short line and switching to the local control frequency we were cleared into position to hold at which time we completed the before takeoff checklist. At this time no anomalies were noted. When we were cleared for takeoff I applied a right wing down control yoke input. On the DH8 this causes the right side roll spoilers to deploy. As the takeoff roll began, the captain noticed a right roll spoiler deployed indication and called for an abort. I immediately executed the abort in accordance with company procedures. The abort was executed at low speed and minimal braking was required. After clearing the runway and completing the required checklists the captain told the reason for the abort. There were no caution, advisory or warning indications. At this time I informed the captain of my control yoke input and we agreed that there was probably no mechanical malfunction. The captain then proceeded to the gate to inform maintenance and the company of the incident. During the time we were taxiing back to the gate, I was talking with bwi ground, bwi ramp control, operations and the passenger. It was during this time the captain inadvertently taxied into the gate area without a marshaller. However, the captain quickly taxied out of the area to await marshalling service. At the ramp awaiting our arrival was an FAA safety inspector who was coincidentally at bwi performing duties. I had no contact with him as the captain had left the aircraft to contact the company and he followed the captain inside. I remained onboard the aircraft to monitor the APU operation as per company procedures. The captain, during a routine scan of the instruments, noticed an apparently abnormal indication and called for an abort. This was done in error, however the call was in error on the side of safety, consistent with what was known by the captain at the moment of the call. The captain knew immediately of the error and the reason for the error. I am confident that this incident will not be repeated.

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Original NASA ASRS Text

Title: THE PF ABORTED TKOF AFTER THE PNF NOTICED A R ROLL SPOILER DEPLOYED INDICATION ON A DH8. AFTER THE ABORT THE PNF RECOGNIZED AN ERROR IN JUDGEMENT IN THE CALL FOR THE ABORT, BUT STILL RETURNED THE ACFT TO THE GATE TO COORDINATE WITH THE COMPANY AND MAINT. AT THE GATE THE PNF (CAPT) WAS THEN QUESTIONED BY AN FAA INSPECTOR.

Narrative: I WAS THE PF ASSIGNED TO A COMMUTER FLT FROM BWI TO ISP. WE WERE INSTRUCTED BY BWI GND CTL TO TAXI TO RWY 33R. AFTER STOPPING AT THE HOLD SHORT LINE AND SWITCHING TO THE LCL CTL FREQ WE WERE CLRED INTO POS TO HOLD AT WHICH TIME WE COMPLETED THE BEFORE TKOF CHKLIST. AT THIS TIME NO ANOMALIES WERE NOTED. WHEN WE WERE CLRED FOR TKOF I APPLIED A R WING DOWN CTL YOKE INPUT. ON THE DH8 THIS CAUSES THE R SIDE ROLL SPOILERS TO DEPLOY. AS THE TKOF ROLL BEGAN, THE CAPT NOTICED A R ROLL SPOILER DEPLOYED INDICATION AND CALLED FOR AN ABORT. I IMMEDIATELY EXECUTED THE ABORT IN ACCORDANCE WITH COMPANY PROCS. THE ABORT WAS EXECUTED AT LOW SPD AND MINIMAL BRAKING WAS REQUIRED. AFTER CLRING THE RWY AND COMPLETING THE REQUIRED CHKLISTS THE CAPT TOLD THE REASON FOR THE ABORT. THERE WERE NO CAUTION, ADVISORY OR WARNING INDICATIONS. AT THIS TIME I INFORMED THE CAPT OF MY CTL YOKE INPUT AND WE AGREED THAT THERE WAS PROBABLY NO MECHANICAL MALFUNCTION. THE CAPT THEN PROCEEDED TO THE GATE TO INFORM MAINT AND THE COMPANY OF THE INCIDENT. DURING THE TIME WE WERE TAXIING BACK TO THE GATE, I WAS TALKING WITH BWI GND, BWI RAMP CTL, OPS AND THE PAX. IT WAS DURING THIS TIME THE CAPT INADVERTENTLY TAXIED INTO THE GATE AREA WITHOUT A MARSHALLER. HOWEVER, THE CAPT QUICKLY TAXIED OUT OF THE AREA TO AWAIT MARSHALLING SVC. AT THE RAMP AWAITING OUR ARR WAS AN FAA SAFETY INSPECTOR WHO WAS COINCIDENTALLY AT BWI PERFORMING DUTIES. I HAD NO CONTACT WITH HIM AS THE CAPT HAD LEFT THE ACFT TO CONTACT THE COMPANY AND HE FOLLOWED THE CAPT INSIDE. I REMAINED ONBOARD THE ACFT TO MONITOR THE APU OP AS PER COMPANY PROCS. THE CAPT, DURING A ROUTINE SCAN OF THE INSTS, NOTICED AN APPARENTLY ABNORMAL INDICATION AND CALLED FOR AN ABORT. THIS WAS DONE IN ERROR, HOWEVER THE CALL WAS IN ERROR ON THE SIDE OF SAFETY, CONSISTENT WITH WHAT WAS KNOWN BY THE CAPT AT THE MOMENT OF THE CALL. THE CAPT KNEW IMMEDIATELY OF THE ERROR AND THE REASON FOR THE ERROR. I AM CONFIDENT THAT THIS INCIDENT WILL NOT BE REPEATED.

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.