Narrative:

Max power takeoff with APU running. At 80 knots; an aural alert sounded and the red fire cargo aft annunciation appeared on the EICAS. We were accelerating quickly; and with my reaction time; I took control of the airplane and rejected the takeoff at approximately 95 knots. I did not use heavy braking because I wanted to expedite clearing the runway. As we slowed to a safe taxi speed; we accomplished the fire cargo aft checklist; which resulted in discharging halon agent into the lower aft cargo compartment. As we brought the airplane to a stop at the intersection of F and T3 as directed by tower; the fire cargo aft annunciation remained displayed. Therefore; I decided to run the evacuation checklist and deployed the escape slide at L1. Crew successfully evacuated via the left slide without injury. Additionally; we noticed the presence of pneumatics-related cautions on the EICAS; but I felt it would be a waste of time to address those. However; we did include that information in the [maintenance] debrief a short time later over the phone. Fire rescue crews were on scene quickly; but the language barrier was difficult. Eventually; someone who spoke some english arrived and we were able to communicate somewhat. Eventually; the fire chief and maintenance were able to determine there was no fire; and the fire personnel left. After phone discussions with [maintenance]; and investigation; it was determined that a pneumatic duct failed; which caused excessive heat in the lower aft cargo compartment; which triggered the fire warning.

Google
 

Original NASA ASRS Text

Title: B777-200 flight crew reported they aborted a takeoff and evacuated the aircraft due to a FIRE CARGO AFT annunciation. Post flight inspection determined a pneumatic duct had failed.

Narrative: Max power takeoff with APU running. At 80 knots; an aural alert sounded and the red FIRE CARGO AFT annunciation appeared on the EICAS. We were accelerating quickly; and with my reaction time; I took control of the airplane and rejected the takeoff at approximately 95 knots. I did not use heavy braking because I wanted to expedite clearing the runway. As we slowed to a safe taxi speed; we accomplished the FIRE CARGO AFT checklist; which resulted in discharging halon agent into the lower aft cargo compartment. As we brought the airplane to a stop at the intersection of F and T3 as directed by Tower; the FIRE CARGO AFT annunciation remained displayed. Therefore; I decided to run the evacuation checklist and deployed the escape slide at L1. Crew successfully evacuated via the left slide without injury. Additionally; we noticed the presence of pneumatics-related cautions on the EICAS; but I felt it would be a waste of time to address those. However; we did include that information in the [Maintenance] debrief a short time later over the phone. Fire rescue crews were on scene quickly; but the language barrier was difficult. Eventually; someone who spoke some English arrived and we were able to communicate somewhat. Eventually; the fire chief and maintenance were able to determine there was no fire; and the fire personnel left. After phone discussions with [Maintenance]; and investigation; it was determined that a pneumatic duct failed; which caused excessive heat in the lower aft cargo compartment; which triggered the fire warning.

Data retrieved from NASA's ASRS site 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.