Date: 201912
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Aeroplane Flight Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just after commencing the takeoff on ZZZ Runway XX; we received a Master Warning for both aileron and rudder configuration; and I elected to perform a rejected takeoff. The first indication of the condition occurred at approximately 115 kts and; considering perception/reaction time; the RTO (Rejected Takeoff) maneuver was performed at approximately 125 kts. The aircraft stopped within the available runway length and; per ATC request; we taxied clear of the runway. After clearing; we performed the non-normal QRH for rejected takeoff; including the post-RTO considerations. After conferring with Dispatch; Maintenance Control; and [Dispatch] Management; we returned to the gate and deplaned.At the [time of] writing; the cause for the configuration warnings is unknown to me. Prior to accepting the takeoff clearance we verified; per the respective taxi and before takeoff checklists; that the flaps and trims were in their appropriate positions; and that the T/O CONFIG OK advisory message was posted. I noted the airspeed to be below V1; the PM (Pilot Monitoring) had not yet made the 'V1' callout; then observed the respective aileron and rudder trim indications on ED2 to each be at nearly full-scale deflection and cross-controlled.I considered the ramifications of taking the aircraft airborne; not knowing how it might aerodynamically perform; given the apparent positioning of the aileron and rudder trims. I elected to perform the RTO maneuver under the presumption that the aircraft was now in an 'unsafe or unable to fly' condition. On further observation of EICAS indications; I noted the flaps indication to be blank; e.g. 'dashes' where there should have been a nominal indication; and a FLAPS DEGRADED status message. On visual examination of the flight control surfaces; the FO (First Officer) noted the ailerons to be deflected consistent with a slight right roll; while the EICAS trim indication showed a full-left deflection; and the rudder to be deflected slightly left; while the EICAS trim indication showed a full-right deflection. Prior to exiting the aircraft I generated an MM01 write-up synopsizing the above-description. Per [Maintenance Control] I completed the Secure Checklist and powered-down the aircraft.


Second narrative: When taking off on Runway XX in ZZZ; at approximately 115 kts.; we received 2 Master Cautions. One for an aileron trim and the other for a rudder trim. After realizing this; we initiated a rejected takeoff shortly after; probably as we approached 120 kts. The aircraft was brought to a stop safely on the remaining runway. As we were slowing down; I advised ATC that we were aborting. They asked if we needed any assistance; and we replied with no. ATC then asked us if we could vacate the runway which we were able to do. Shortly after we exited the runway I made a PA announcement asking the passengers to remain seated. Once we were stopped on [the] taxiway; we saw that the aileron trim was completely deflected to the left and the rudder trim was fully deflected to the right. We then ran the RTO (Rejected Takeoff) QRH; called Dispatch; [and] called Maintenance Control. After speaking with everybody; we returned to the gate and had the passengers deplane.Prior to initiating the takeoff we had checked the trims several times in the taxi and before takeoff checklists; which they were centered and the stabilizer trim set to 8.0. Before takeoff we also acknowledged the green 'Takeoff Config OK' status message on ED2. It was previously briefed that we would conduct a high speed RTO if we deemed the airplane unable or unsafe to fly. Being above 80 kts. and below V1 we were in that high speed regime and upon noticing that the master warning was for a possible flight control/trim malfunction we initiated the high speed RTO with those considerations in mind. After clearing the runway our flight control indications showed full left aileron trim and full right rudder trim. When doing an exterior inspection after parking at the gate; I noticed right aileron deflection and left rudder deflection; opposite indications from what we saw on ED2. We also noticed an empty indication for our flap setting and 'Flaps Degraded' message.


Synopsis: CRJ-200 flight crew reported performing a rejected takeoff due to flight control anomaly.