Date: 201907
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Time Pressure
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff
Contributing factors: Aircraft; Procedure; Logbook Entry; Company Policy
Primary problem: Aircraft

Narrative: I aborted a takeoff at approximately 100 kts. for a triple chime and master warning / red warning lights. A few seconds after I executed the abort with the thrust levers at idle and reverses deployed; I heard the aural warning indicating 'Trim'. I was anticipating a possible master warning and an abort for a bleed air leak; but that was not the case. I had been dealing with a bleed # 1 leak for the prior 45 minutes which in talking with Maintenance; it had been decided that the bleed air leak was entered in error. Basically they talked me into writing [override] in the log with the promise that it would be fixed [at destination]. Upon arriving; I did write it up in the log. I will execute an abort above 80 kts. for five items: 1. Engine Fire; 2. Engine Failure; 3. Loss of directional control; 4. Deployment of a TR (Thrust Reverser); and 5. Airplane unsafe to fly. In this pilot's opinion at the moment of the triple chime / master warning; the airplane was NOT safe to fly. As pilots we have a split second to make a critical decision. All my years of training and experience has taught me to be SAFE; and error on the side of safety. I do not regret my decision to abort. I would do it again; all things considered. I do regret giving in to the pressures of the company to have me cut corners; just so they can keep their operation on time and profitable. This is not the first time this has happened; but it is definitely the last! You are hereby notified that I will not be intimated; in the many ways that the company likes to intimidate the pilots. I have experienced this intimidation first hand. I have experienced their negative consequences for doing what I was trained to do. What you can expect from me is the following. I will protect and defend; in this order. 1. [Expletive]. 2. License. 3. Job.... Let me explain... 1. Protect your [expletive] means protecting human life. The lives of the crew and passengers. Human life ALWAYS comes first. 2. Protect my license. I have had a pilot certificate for 33 years; and I intend on keeping it! 3. Protect my job. Yes the job; is last and least important of the three. I will do my best to serve my company and passengers; but not at the expense of Safety or my Certificate. I can always find another job. This philosophy may not sound politically correct; but I don't care about being politically correct. I care about Safety. The entire content of this narrative will be copied into a [reporting service]. I will not be intimidated. I will not surrender my principals. I stand fast and will defend my position. I choose my battles carefully. If you want to fight me on this; directly or passive aggressively; then be prepared for a fight. I am here to be a safe pilot. If you can profit from that; then good for you. If you can't; then too bad. Respectfully; Captain ZZZZZ..... HAVE A NICE DAY! My suggestion is that you get the upper management out of the office once a month; and have them sit in the jump seat and observe actual line operations and see the real day to day issues that the pilots face. They need to stop counting money and start paying attention to what we really deal with.


Second narrative: While sitting at the gate we had a 'Engine 1 Bleed leak' while just the APU was running. We ran the QRH and followed the procedures. Captain called Maintenance to let them know that she was writing the airplane up. As she was on the phone; the same message came up and we ran the QRH again. Note that no engines were running; just the APU. We managed to board up the passengers as it seemed to fix the problem running the QRH for the second time. We pushed off the gate and started up engine two and ATC told us that there was a ground delay into ZZZ1 so we went and sat at a hold area in ZZZ. We had some time so we looked over the QRH again to see what could have happened if the steps didn't resolve the issue; and it would have led to shutting down an engine in flight. So we were both on edge. She had called Maintenance back and they told her to write 'enter in error' in the logbook in the corrective actions area. So when it was our time for departure; we had both engines running and rolling down the runway after 80 kts. but before V1 I heard the warning bell go off and figured it was the bleed failing again so I called 'abort abort abort.' Captain had the throttles and brought them back and I had my feet on the brakes. As we were slowing down is when we got the 'trim' sound. I looked down and the trim was in the 8 position that it was supposed to be in. But it was a high speed abort so we had to return to the gate and Captain called Dispatch and was also transferred to Maintenance.


Synopsis: EMB-145 flight crew reported a high speed rejected takeoff.