Narrative:

In position for takeoff runway 8R. As we were cleared for takeoff, takeoff checklist final items completed. As power was brought up, all engine indications looked good (pilot's and F/east instrument panels). At approximately 60 KIAS, I noticed the engine #2 reverser pressure light on the first officer panel illuminated (pneumatic pressure to operate air driven reverser motor and remove reverser locking pins). We decided to discontinue the takeoff roll and try to find the cause of the problem. As power was reduced, reverser pressure light went out. We taxied clear of the runway and attempted to duplicate the problem with a high power engine runup. We were unable. We decided not to consult our maintenance departure, since that would involve taxiing back to the gate and taking an additional delay; we were already 1 hour late in departing. However, we did decide that if it happened again we would, west/O question, taxi back and consult maintenance. It has come to my knowledge that the captain of the flight did not as yet file an incident report with the company, as is required by operations specifications. Depending upon the mood of the inspector, this could be a violation of far's, as has happened to 2 other capts recently. So far, however, the FAA has not come a'calling--so far.

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Original NASA ASRS Text

Title: ACR WDB FLT CREW EXPERIENCES A REVERSER PRESSURE LIGHT AND ABORTS TKOF, ONLY TO TRY AGAIN WITHOUT CONSULTING MAINTENANCE.

Narrative: IN POS FOR TKOF RWY 8R. AS WE WERE CLRED FOR TKOF, TKOF CHKLIST FINAL ITEMS COMPLETED. AS PWR WAS BROUGHT UP, ALL ENG INDICATIONS LOOKED GOOD (PLT'S AND F/E INSTRUMENT PANELS). AT APPROX 60 KIAS, I NOTICED THE ENG #2 REVERSER PRESSURE LIGHT ON THE F/O PANEL ILLUMINATED (PNEUMATIC PRESSURE TO OPERATE AIR DRIVEN REVERSER MOTOR AND REMOVE REVERSER LOCKING PINS). WE DECIDED TO DISCONTINUE THE TKOF ROLL AND TRY TO FIND THE CAUSE OF THE PROB. AS PWR WAS REDUCED, REVERSER PRESSURE LIGHT WENT OUT. WE TAXIED CLR OF THE RWY AND ATTEMPTED TO DUPLICATE THE PROB WITH A HIGH PWR ENG RUNUP. WE WERE UNABLE. WE DECIDED NOT TO CONSULT OUR MAINT DEP, SINCE THAT WOULD INVOLVE TAXIING BACK TO THE GATE AND TAKING AN ADDITIONAL DELAY; WE WERE ALREADY 1 HR LATE IN DEPARTING. HOWEVER, WE DID DECIDE THAT IF IT HAPPENED AGAIN WE WOULD, W/O QUESTION, TAXI BACK AND CONSULT MAINT. IT HAS COME TO MY KNOWLEDGE THAT THE CAPT OF THE FLT DID NOT AS YET FILE AN INCIDENT RPT WITH THE COMPANY, AS IS REQUIRED BY OPS SPECS. DEPENDING UPON THE MOOD OF THE INSPECTOR, THIS COULD BE A VIOLATION OF FAR'S, AS HAS HAPPENED TO 2 OTHER CAPTS RECENTLY. SO FAR, HOWEVER, THE FAA HAS NOT COME A'CALLING--SO FAR.

Data retrieved from NASA's ASRS site as of July 2007 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.