Regional Jet 900 (CRJ900)
Flight Crew Air Transport Pilot (ATP)
Confusion; Troubleshooting
Aircraft Equipment Problem Less Severe
Aircraft Equipment Problem Dissipated; Flight Crew Rejected Takeoff
Aircraft; Procedure
Pushed back from gate about 2 hours late. Normal taxi out. All checklists completed; cleared for RNAV departure; FO's leg. I transferred controls to him after lined up on runway. He advanced throttles and called for set thrust which I accomplished. At between 40 to 60 knots a master warning of 'rudder configure' appears. I immediately pull throttles to idle and take control of aircraft and abort takeoff; contact tower and tell him that we are aborting takeoff and need to exit without any assistance needed at this time and that we will let him know after we run checklist. He asks nature of abort and I told him that we had a master warning come on right after we started the roll. He asked how fast we were going at time of event and I told him between 40 and 60 knots. He has us pull off first right turn off runway and hold there. I pulled off runway; notified FAs then made announcement to passengers. I then shut down #1 engine and started APU. I then called dispatch and notified them and asked to talk with maintenance. Explained to maintenance the issue and together we resolved the issue and completed a write up and corrective action and advised tower that the problem was fixed and that we were ready to depart. We started engine after running through shutdown checklist and performed all other required checklist and advised FAs and Passengers. Were given clearance for taxi back and takeoff clearance. Takeoff and remainder of ensuing flight were completed without further problems.The plane had an MEL of YD1 inoperative and after reading maintenance action for the MEL 22-22-01 which stated that the rudder limit had to be within .005 limit; which is a maintenance action. After talking with Maintenance Control he believed that the rudder could have been out of the limit required for the MEL. I began to reference the QRH for the master warning after exiting runway and to my surprise there wasn't any guidance in QRH for 'rudder configure'. So I would suggest updating QRH to include guidance for 'rudder configure' and to make sure that the aircraft meets the limits for the specific MEL.
CRJ900 Captain reported rejecting a takeoff at 50 knots when a master warning of 'rudder configure' appears. The aircraft had been dispatched with an MEL for YD1 and the rudder limit may not have been within the MEL tolerance. The next attempt is uneventful.