Narrative:

All checklists were completed and all systems showed normal. We were cleared for takeoff prior to reaching the runway hold short line. The before takeoff checklist was completed and the takeoff was initiated without stopping on the runway. After the '80 knots' call out; the master warning illuminated. First officer alerted then of a ELEC1 hydraulic ovrht annunciator illuminated on the forward overhead panel. I proceeded to abort the takeoff using the new procedure except no thrust reverse was activated due to the length of the runway and the extremely effective and immediate response of the rejected takeoff braking system. The rejected takeoff was initiated at approximately 95 knots and a tow of approximately 143;000 lbs. We requested to be directed to a holding place on the airport; for brake cooling and time to troubleshoot the problem. After QRH was accomplished and brake cooling chart was verified; we requested a gate/ramp spot to allow for maintenance to reach the aircraft as well as to establish communication with maintenance control via cellphone. The issue was MEL'd by me with maintenance control via cellphone and the aircraft inspection completed by a local maintenance representative.

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Original NASA ASRS Text

Title: B737-700 Captain reports rejecting a takeoff at 95 knots after a master warning illuminated indicating a ELEC1 HYD OVRHT annunciator illuminated.

Narrative: All checklists were completed and all systems showed normal. We were cleared for takeoff prior to reaching the runway hold short line. The Before Takeoff checklist was completed and the takeoff was initiated without stopping on the runway. After the '80 Knots' call out; the master warning illuminated. First Officer alerted then of a ELEC1 HYD OVRHT annunciator illuminated on the forward overhead panel. I proceeded to abort the takeoff using the new procedure except no thrust reverse was activated due to the length of the runway and the extremely effective and immediate response of the RTO braking system. The rejected takeoff was initiated at approximately 95 knots and a TOW of approximately 143;000 lbs. We requested to be directed to a holding place on the airport; for brake cooling and time to troubleshoot the problem. After QRH was accomplished and brake cooling chart was verified; we requested a gate/ramp spot to allow for Maintenance to reach the aircraft as well as to establish communication with Maintenance Control via cellphone. The issue was MEL'd by me with Maintenance Control via cellphone and the aircraft inspection completed by a local Maintenance representative.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.