Regional Jet CL65; Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Troubleshooting
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Aircraft; Human Factors
Captain was conducting [a check flight] and was Pilot Flying (PF) this leg. It was in the evening and we were cleared for takeoff. As we lined up we were facing directly into the sun with limited visibility inside the cockpit; however; I believed it was adequate. Sunshade could not be used without hindering visibility forward. As we accelerated through 60 knots; we received what I saw as 'GEN 1 OFF'. I announce 'GEN 1 OFF'; checked speed below 80 knots; and called 'ABORT'. While I was executing abort; the Pilot Monitoring (PM) reached up and turned off the Gen 1 switch. All power was lost as aircraft began to slow. I momentarily lost braking as I reached up and turn the Gen 1 switch back on. Power was restored and we told ATC and turned off the runway. We completed abort checklist and stopped the aircraft to troubleshoot. I called for GEN 1 OFF QRH procedure. It was then I noticed 'GEN 2 OFF' message was displayed. We ran that QRH procedure and reset Gen 2. We contacted MTC and determined that with all reset we would be good to continue. While waiting for brakes to cool I debriefed First Officer (FO) on his actions. Also while waiting and in the process of resetting the aircraft for takeoff; I realized that 'GEN 1 OFF' was never the message displayed. I misread the display. It was Gen 2 that failed. Threats:1. [Check Flight First Officer] has been with company for months and has changed aircraft types 4 times.2. Evening takeoff into the sun.3. Old and dim CRT displays; in this case ED1.Errors:1. PF announcing the wrong failure on takeoff.2. PM inappropriate action in turning off Gen 1[Accidentally] aircraft lost all power during abort. I believe that I made all decisions correctly given the information I had at the time. Although I stated the incorrect failure it was; in my opinion; due to inadequate brightness of the ED1 display that was made worse taking off into the sun. I also firmly believe that Maintenance needs to start a program to address the brightness of these aging displays. I; and I'm sure many pilots; have written these displays up as too dim to read in a bright cockpit. Most times I have been told that there are few spare displays and usually the maintenance solution is to swap the dim display to the less critical MFD position.There also seems to be a human factors issue hear. Our procedure is for the pilot; preferably the PM; to announce the msg and then the the Capt to call continue or abort. However when the messege is 'GEN 1 OFF'; it seems reasonable for an inexperience FO to turn off gen 1.
Replace old fading/blurry displays with new/newer brighter/clearer displays. Incorporate in training not calling out failure messages until after the abort; safe stop; and clearing of the runway. The abort decision and the abort itself is the sole responsibility as per company policy of the Captain; therefore to minimize miscommunication; should be completed after the abort call prior further communication. First Officer to take more time to analyze situation prior to taking action; confirming Captain intention in communication conveyed.
CRJ flight crew reported they lost #2 generator on the takeoff roll; but the failure was announced as loss of #1 generator.