Regional Jet 200 ER/LR (CRJ200)
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Troubleshooting; Time Pressure; Situational Awareness; Distraction
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Overcame Equipment Problem
Aircraft; Human Factors; Procedure
The FO (First Officer) and I agreed we would wait till about 7 minutes prior to our wheels up time before we would start the second engine to save some fuel. As briefed; after the second engine start; I called for a Before Take-Off Check to the line when ZZZ Tower called with our take-off clearance. It coincided with 2 minute engine warm up and the FO finishing up the Before TO (Take-Off) Check when I was distracted by fact that the performance carrot was missing from the N1 on the engines and failed to verify that the green TO CONFIG was actually there. Advancing the thrust for TO we received a TO CONFIG Warning message and I immediately pulled the power to idle saw that the rudder trim was out of alignment to the left slightly and corrected the issue. The TO CONFIG Warning message went away and I advanced the thrust levers to the TO carrot and proceeded to take off. We had to swap aircraft earlier before we left ZZZ1 due to a maintenance issue that put us an hour behind schedule. I was feeling rushed and the pressure of trying to get back on schedule for the passengers making connecting flights; and not wanting to miss the TO window of ATC. I was hungry and had not eaten anything since breakfast; not functioning on all cylinders and made an unwise split second decision. Complacency; in my 12 years flying the CRJ; I have never had the trim out of alignment to get such a warning. Slow down; put safety first above else; even time constraints; connections; etc. Starting the second engine sooner than later while having a flow situation to have more time to correctly proceed through the checklists; without feeling rushed. Staying focused on the checklist; verifying and not getting distracted by other things while it's being read (especially the ENGINE START Check: TRIMS CENTERED and BEFORE TO Check; TAKEOFF CONFIG CHECKED). Eating a snack; even on short busy flights so that I stay more balanced.
We were holding short Runway XX with one engine running until 7 or so minutes prior to our release time. A before takeoff check to the line was done after the second engine start and Tower interrupted us by reading us our takeoff clearance; so the checklist was read all the way through. We either missed that the TO (Take-Off) config okay wasn't displayed or the rudder trim was bumped as we were rolling onto the runway. As the Captain initially started advancing the thrust levers for the takeoff; a takeoff config message displayed. The Captain immediately pulled the thrust levers to idle and quickly (within the span of a couple of seconds) adjusted the rudder trim slightly back to center. The warning message went away; flex numbers displayed and the Captain advanced the trust levers for takeoff. We hadn't accelerated much at all and hardly used any runway at all before the warning went out. The day started with a maintenance issue with our radios; so we did not figure it out until just prior to push time; we had to change aircraft and gates; delaying our 5 leg day by about an hour. This had us in a sort of rushing mode and hungry because our eating time was eliminated by the delay. We were holding short of the runway; and in place early. But we were surprised and not well prepared for the takeoff clearance we received earlier than standard (release time minus 5 or 6 minutes). This was before we had checked in on Tower frequency; they never asked if we were ready and cleared us 3 plus minutes earlier than the standard +/- window of release times; so it surprised and rushed us yet again. The decision not to call the Captain to abort the takeoff was not intentional. I assume it was a culmination of having just rushed to get through the checklist; because of being interrupted by Tower and the rudder trim problem being resolved immediately; just as the takeoff roll had begun and the Captain being senior and comfortable. To start [suggestions] off; I should have told Tower we needed a couple minutes of delay to get ourselves square before taking the runway. Furthermore; I'm not sure if we both paid lip service to the TO config okay message (I never have before); or if the rudder trim button was bumped in our short taxi onto the runway. Regardless; if a checklist is rushed or interrupted; it should have been restarted from the beginning; and I didn't do that. Lastly; on takeoff roll any master warning before V1 is reason to abort; no matter the problem or how fast it's fixed; period. As we always brief. I know this all now and won't allow them to happen again.
CRJ200 Flight Crew reported a configuration warning on takeoff roll that was solved before continuing takeoff.