Narrative:

Upon takeoff roll (stl runway 30L) after 4-5 seconds into the takeoff run, an electrical system and master caution annunciator lights illuminated on the glareshield. First officer was flying this leg at the time. As captain, I looked up on the overhead panel and observed a left generator constant speed drive, low oil pressure light. At that moment I called out 'abort, abort -- I've got the aircraft' and took positive control of the aircraft and initiated the abort procedure at 80-85 KTS. I then commanded the first officer to 'contact the tower, note the airspeed for future brake cooling purposes and make a PA to remain seated and assure them everything was under control.' all indications and annunciators appeared normal after several attempts. With company approval we attempted a second takeoff. Again, 4-5 seconds into the takeoff roll, we had to abort for the same reason and the left generator bus disconnected off line as well. Again, I performed the abort maneuver and got clearance to taxi back to the holding penalty box ramp area in order to cool the brakes 30-35 mins. Once at the gate, the mechanic agent and ramp supervisor greeted the passenger off the aircraft and we performed maintenance to the left engine constant speed drive unit. Upon further inspection and diagnosis, the constant speed drive oil return line was loose, constant speed drive unit was down to 1/2 quart of engine oil and the chip detector had metal chips on it. After servicing the unit and static run-up performed, we found another oil leak and decided to shut down and disconnect the constant speed drive manually. We flew back to ZZZ and ferried the aircraft to maintenance uneventfully for overhaul.

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Original NASA ASRS Text

Title: A B737 MADE 2 REJECTED TKOFS DUE TO THE L ENG GENERATOR CONSTANT SPD DRIVE WARNING AND L BUS FAILURE CAUSED BY A AILED CONSTANT SPD DRIVE.

Narrative: UPON TKOF ROLL (STL RWY 30L) AFTER 4-5 SECONDS INTO THE TKOF RUN, AN ELECTRICAL SYS AND MASTER CAUTION ANNUNCIATOR LIGHTS ILLUMINATED ON THE GLARESHIELD. FO WAS FLYING THIS LEG AT THE TIME. AS CAPT, I LOOKED UP ON THE OVERHEAD PANEL AND OBSERVED A L GENERATOR CONSTANT SPD DRIVE, LOW OIL PRESSURE LIGHT. AT THAT MOMENT I CALLED OUT 'ABORT, ABORT -- I'VE GOT THE ACFT' AND TOOK POSITIVE CTL OF THE ACFT AND INITIATED THE ABORT PROC AT 80-85 KTS. I THEN COMMANDED THE FO TO 'CONTACT THE TWR, NOTE THE AIRSPD FOR FUTURE BRAKE COOLING PURPOSES AND MAKE A PA TO REMAIN SEATED AND ASSURE THEM EVERYTHING WAS UNDER CTL.' ALL INDICATIONS AND ANNUNCIATORS APPEARED NORMAL AFTER SEVERAL ATTEMPTS. WITH COMPANY APPROVAL WE ATTEMPTED A SECOND TKOF. AGAIN, 4-5 SECONDS INTO THE TKOF ROLL, WE HAD TO ABORT FOR THE SAME REASON AND THE L GENERATOR BUS DISCONNECTED OFF LINE AS WELL. AGAIN, I PERFORMED THE ABORT MANEUVER AND GOT CLRNC TO TAXI BACK TO THE HOLDING PENALTY BOX RAMP AREA IN ORDER TO COOL THE BRAKES 30-35 MINS. ONCE AT THE GATE, THE MECH AGENT AND RAMP SUPVR GREETED THE PAX OFF THE ACFT AND WE PERFORMED MAINT TO THE L ENG CONSTANT SPD DRIVE UNIT. UPON FURTHER INSPECTION AND DIAGNOSIS, THE CONSTANT SPD DRIVE OIL RETURN LINE WAS LOOSE, CONSTANT SPD DRIVE UNIT WAS DOWN TO 1/2 QUART OF ENG OIL AND THE CHIP DETECTOR HAD METAL CHIPS ON IT. AFTER SVCING THE UNIT AND STATIC RUN-UP PERFORMED, WE FOUND ANOTHER OIL LEAK AND DECIDED TO SHUT DOWN AND DISCONNECT THE CONSTANT SPD DRIVE MANUALLY. WE FLEW BACK TO ZZZ AND FERRIED THE ACFT TO MAINT UNEVENTFULLY FOR OVERHAUL.

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.