Bombardier/Canadair Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 46; Flight Crew Total 6000; Flight Crew Type 200
Situational Awareness; Training / Qualification
Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Flight Crew Regained Aircraft Control; Flight Crew Rejected Takeoff
Human Factors
We executed a rejected takeoff on Runway 19R; during a departure from LAS. We had departed our home base earlier that evening enroute to LAS to exercise the aircraft. After landing; I coordinated with the tower and departure control to allow us four closed circuits to full stop landing and taxi back. After my night currency was completed; my coworker and I switched seats and he did two landings to a full stop and we were prepared to depart back to our base of operation; where he would receive his third full stop landing to complete his night currency.When the flight plan was loaded and the checklists were complete; I confirmed my coworker (Pilot Flying) was ready and advised the tower we were holding short of runway 19R; ready for departure. The tower cleared us for takeoff and my coworker (PF) taxied on to the runway. I completed the final items on the before takeoff checklist. When I looked out the front window; I noticed we were not lined up on the runway properly and my coworker (PF) had overshot the centerline and seemed to be correcting with a large amount of nose wheel steering. He also had engaged the auto throttles and the engines started to spool up and the aircraft abruptly veered to the right. I yelled abort; abort; abort. My coworker (PF) seemed confused as to what was happening; but finally pulled the thrust levers back to idle; as my hand was about to do the same. We had aborted the takeoff and needed to clear the runway at the first available right turn off. I had asked him what he was doing; but decided to wait until we had cleared the runway to discuss what had happened. I advised the tower we had rejected the takeoff and would clear the runway with a right turn on November taxiway; which is located just past the runway fixed distance markers. The tower controller advised the departure clearance was cancelled and queried if we needed any assistance. I acknowledged and replied no assistance needed. We taxied clear and back to the departure end of runway 19R to discuss what had happened. I advised the tower we would sort it out and let him know when we were ready to depart.As the discussion progressed; it was apparent my coworker didn't believe the abort was any big deal. He stated these happen all the time. Downplaying this incident; which could have ended tragically; disturbed me. Dismissing something as no big deal speaks volumes. I advised him engaging the auto-throttles without being lined up on the runway centerline is something I had spoken to him about before and the result has just been proven. When we were ready for departure; I advised the tower and my coworker overshot the runway centerline again. I told him to follow the yellow line and the line will lead the aircraft to the runway centerline; which he should have known. He said he was following the wrong green taxi centerline lights. Those lights actually lead to the parallel runway; 19L. He finally lined up on the runway and I verified the runway heading on the PFD and this departure was uneventful. I tried discussing the event; when we were in the chocks at our base of operation; but my coworker was oblivious there was any problem and dismissed the event entirely.I called the Las Vegas tower and thanked them and departure control for accommodating our full stop; taxi back pattern work; which I had planned to do anyway. Additionally; I queried whether the rejected takeoff had any repercussions. The tower controller advised me there were no issues and not to be concerned about anything. I advised my coworker of my conversation with the tower. I said I was going to fill out a NASA report and suggested he do the same. I advised our Director of Aviation and our Safety Officer on the event described above to open dialogue and implement our SMS program. I recommended landing currency be conducted in the controlled environment of a simulator at an accredited training facility.
Global 6000 Captain reported rejecting the takeoff when the pilot flying engaged the autothrottles before runway lineup was completed resulting in a temporary loss of directional control.