Narrative:

During takeoff roll (first officer (first officer) flying); captain's airspeed came alive moving past 45 knots. At 60 knots indicated on standby indicator; I checked and called appropriate takeoff power was set. Glanced at first officer`s airspeed and that was now passing 70 knots. When I looked back at captain`s airspeed indicator getting ready to make my '80 knots cross check callout' I noticed mine had stopped at about 55 knots. I called out we had an airspeed discrepancy indication. At this moment we both called out aloud and verified both primary flight displays (pfds) displayed an amber 'IAS disagree' light. I elected to reject takeoff as the ground speed indicated 91 knots when the auto brakes were actually applied. Released auto brakes about 60 knots and taxied clear of the runway. Requested airport rescue and fire fighting (arff) to inspect us as a precaution prior to going to gate. Referenced QRH for high speed abort while waiting. Put passengers at ease with a short PA; then taxied to the gate. Made appropriate logbook entries. Notified dispatch after getting back to the gate. It wasn't until about 80 knots that the error was caught since the faulty indicator did start to indicate appropriately. Proper procedures were followed checking standby and co-pilots instruments for correct operation while checking for proper engine power being set. An indicator that started to work correctly and then failed was caught in a timely manner. This event could only be avoided prior to 80 knots if the captain's faulty airspeed indicator never started to indicate an increase in airspeed.

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Original NASA ASRS Text

Title: B737-800 flight crew reported a takeoff due to a failure of the Captain's airspeed indicator as well as an 'IAS Disagree' warning message on both Pilots Primary Flight Displays.

Narrative: During takeoff roll (First Officer (FO) flying); Captain's airspeed came alive moving past 45 knots. At 60 knots indicated on standby indicator; I checked and called appropriate takeoff power was set. Glanced at FO`s airspeed and that was now passing 70 knots. When I looked back at Captain`s airspeed indicator getting ready to make my '80 knots cross check callout' I noticed mine had stopped at about 55 knots. I called out we had an airspeed discrepancy indication. At this moment we both called out aloud and verified both Primary Flight Displays (PFDs) displayed an amber 'IAS DISAGREE' light. I elected to reject takeoff as the Ground Speed indicated 91 knots when the auto brakes were actually applied. Released auto brakes about 60 knots and taxied clear of the runway. Requested Airport Rescue and Fire Fighting (ARFF) to inspect us as a precaution prior to going to gate. Referenced QRH for high speed abort while waiting. Put passengers at ease with a short PA; then taxied to the gate. Made appropriate logbook entries. Notified dispatch after getting back to the gate. It wasn't until about 80 knots that the error was caught since the faulty indicator did start to indicate appropriately. Proper procedures were followed checking standby and co-pilots instruments for correct operation while checking for proper engine power being set. An indicator that started to work correctly and then failed was caught in a timely manner. This event could only be avoided prior to 80 knots if the Captain's faulty airspeed indicator never started to indicate an increase in airspeed.

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.