Narrative:

A high speed rejected takeoff was accomplished between 150-170 KTS. The rejected takeoff was successful and turn off the runway was accomplished with 1000-2000 ft of runway remaining. The widebody transport was takeoff gross weight of 509900 pounds at start of takeoff roll. The V1 speed was calculated at 163 KTS. After takeoff roll was started and the '140 KT' call was made, a master caution light illuminated. I looked up to the telelight panel from my flight engineer takeoff position to ascertain the malfunction. To my surprise, the captain called 'master caution' and started the rejected takeoff within the next second. The speed brakes deployed, but the captain didn't use reversers. The brakes were fully applied by the captain, cycling the antiskid. The aircraft came to a stop 2000 ft from the end of the runway. The aircraft was taxied clear. The brakes overheated, and the fuse plugs deflated 12 tires. The brakes were damaged and needed to be replaced. We discussed the incident. The captain had been involved in previous rejected takeoffs and was geared for an abort. I was surprised at the event as it occurred so close to V1 speed. I expected a takeoff and an examination of system once safely airborne. To prevent another such rejected takeoff at V1 speed, I request the captain review his criteria for a rejected takeoff and when and what conditions to expect it. Most capts review the loss of engine/engines and dump procedure with the crew. Not many brief their criteria for rejected takeoff. Supplemental information from acn 238673: I glanced up at the annunciator panel to see what caused the light, but before I could determine the cause, the captain initiated the abort procedure.

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Original NASA ASRS Text

Title: HVY WDB HAS BRAKE AND TIRE DAMAGE WHEN TKOF ABORTED.

Narrative: A HIGH SPD REJECTED TKOF WAS ACCOMPLISHED BTWN 150-170 KTS. THE REJECTED TKOF WAS SUCCESSFUL AND TURN OFF THE RWY WAS ACCOMPLISHED WITH 1000-2000 FT OF RWY REMAINING. THE WDB WAS TKOF GROSS WT OF 509900 LBS AT START OF TKOF ROLL. THE V1 SPD WAS CALCULATED AT 163 KTS. AFTER TKOF ROLL WAS STARTED AND THE '140 KT' CALL WAS MADE, A MASTER CAUTION LIGHT ILLUMINATED. I LOOKED UP TO THE TELELIGHT PANEL FROM MY FE TKOF POS TO ASCERTAIN THE MALFUNCTION. TO MY SURPRISE, THE CAPT CALLED 'MASTER CAUTION' AND STARTED THE REJECTED TKOF WITHIN THE NEXT SECOND. THE SPD BRAKES DEPLOYED, BUT THE CAPT DIDN'T USE REVERSERS. THE BRAKES WERE FULLY APPLIED BY THE CAPT, CYCLING THE ANTISKID. THE ACFT CAME TO A STOP 2000 FT FROM THE END OF THE RWY. THE ACFT WAS TAXIED CLR. THE BRAKES OVERHEATED, AND THE FUSE PLUGS DEFLATED 12 TIRES. THE BRAKES WERE DAMAGED AND NEEDED TO BE REPLACED. WE DISCUSSED THE INCIDENT. THE CAPT HAD BEEN INVOLVED IN PREVIOUS REJECTED TKOFS AND WAS GEARED FOR AN ABORT. I WAS SURPRISED AT THE EVENT AS IT OCCURRED SO CLOSE TO V1 SPD. I EXPECTED A TKOF AND AN EXAMINATION OF SYS ONCE SAFELY AIRBORNE. TO PREVENT ANOTHER SUCH REJECTED TKOF AT V1 SPD, I REQUEST THE CAPT REVIEW HIS CRITERIA FOR A REJECTED TKOF AND WHEN AND WHAT CONDITIONS TO EXPECT IT. MOST CAPTS REVIEW THE LOSS OF ENG/ENGS AND DUMP PROC WITH THE CREW. NOT MANY BRIEF THEIR CRITERIA FOR REJECTED TKOF. SUPPLEMENTAL INFO FROM ACN 238673: I GLANCED UP AT THE ANNUNCIATOR PANEL TO SEE WHAT CAUSED THE LIGHT, BUT BEFORE I COULD DETERMINE THE CAUSE, THE CAPT INITIATED THE ABORT PROC.

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.