Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Confusion
Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Rejected Takeoff
Human Factors; Procedure
On takeoff roll; I set the throttles and asked for max power setting.  When I normally do this I usually put my (throttles) hand up on the glare shield to let the First Officer (FO) have access to the throttles; and when the FO announces 'Max/Standard power set' I put my hands back on the throttles.  On this takeoff I left my hand up on the glare shield (why; I couldn't tell you).  At approximately 100 knots the FO asked 'Do you want your hands there for the reject?' and all I heard was 'reject' and performed the reject at approximately 110 knots.  As we exited the runway and talked about it we realized what had happened.  I did not think it was prudent to start questioning a call like that when we were getting into a possible high speed reject.  Contacted maintenance; performed appropriate QRH procedures and maintenance write-up/checks; and continued on with a normal takeoff.
As we continued to accelerate; I noticed that the Captain still had his hand on the glare shied instead of the throttles. I tapped my left hand on top of the throttles; but he didn't see me do that. I then said 'Do you want your hands here for the reject' as I tapped my hand on the throttles again. The captain heard me say the word 'reject' and promptly initiated the rejected takeoff.
Air carrier Captain rejected takeoff at approximately 110 knots when the FO inquired if he wanted to place his hand (which was on the glareshield) back on the throttles 'for the reject.'