|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : ewr.airport|
|Altitude||agl single value : 0|
|Operator||common carrier : air carrier|
|Make Model Name||B777 Undifferentiated or Other Model|
|Operating Under FAR Part||Part 121|
|Flight Phase||ground : takeoff roll|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 230|
flight time total : 28000
flight time type : 2200
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Anomaly||aircraft equipment problem : critical|
|Independent Detector||aircraft equipment other aircraft equipment : eicas|
|Resolutory Action||flight crew : rejected takeoff|
Pushback, start and taxi to runway 22R were normal. During takeoff, the left N1 did not accelerate as fast as the right N1 (I commented on it, and co-pilot a agreed) but it did reach the takeoff setting during the initial takeoff roll. At approximately 100 KTS (copilot a said later that he was about to make the '100 KTS call) we got a verbal warning 'engine overheat' and the #1 egt gauge illuminated red. I retarded both throttles slightly, but it didn't extinguish the red illuminated egt gauge. A second or two later (and probably 10 KTS faster) we received the verbal warning 'engine fail,' and I closed the throttles and called 'reject!' the autobrakes and autospoilers engaged and we rapidly decelerated to a stop. I had placed my hand on the right thrust reverser but did not use it because we slowed so fast. Copilot a told the tower that we had rejected and to roll the equipment. I set the parking brake and told co-pilot B to make the 'remain seated' PA, then told copilot a to run the rejected takeoff checklist. I talked to the tower and fighters, conferred with copilot B, and decided that an evacuate/evacuation wasn't necessary. We worked through the rejected takeoff checklist, then the engine failure checklist. Before shutting down the left engine, we took a close look at it, and at that moment the egt started rising and the gauge turned red, so we shut it down. We finished the checklists and were towed back to the gate. Crew communication was excellent.
Original NASA ASRS Text
Title: B777 FLT CREW REJECTS TKOF AT HIGH SPD WHEN L ENG FAILS.
Narrative: PUSHBACK, START AND TAXI TO RWY 22R WERE NORMAL. DURING TKOF, THE L N1 DID NOT ACCELERATE AS FAST AS THE R N1 (I COMMENTED ON IT, AND CO-PLT A AGREED) BUT IT DID REACH THE TKOF SETTING DURING THE INITIAL TKOF ROLL. AT APPROX 100 KTS (COPLT A SAID LATER THAT HE WAS ABOUT TO MAKE THE '100 KTS CALL) WE GOT A VERBAL WARNING 'ENG OVERHEAT' AND THE #1 EGT GAUGE ILLUMINATED RED. I RETARDED BOTH THROTTLES SLIGHTLY, BUT IT DIDN'T EXTINGUISH THE RED ILLUMINATED EGT GAUGE. A SECOND OR TWO LATER (AND PROBABLY 10 KTS FASTER) WE RECEIVED THE VERBAL WARNING 'ENG FAIL,' AND I CLOSED THE THROTTLES AND CALLED 'REJECT!' THE AUTOBRAKES AND AUTOSPOILERS ENGAGED AND WE RAPIDLY DECELERATED TO A STOP. I HAD PLACED MY HAND ON THE R THRUST REVERSER BUT DID NOT USE IT BECAUSE WE SLOWED SO FAST. COPLT A TOLD THE TWR THAT WE HAD REJECTED AND TO ROLL THE EQUIP. I SET THE PARKING BRAKE AND TOLD CO-PLT B TO MAKE THE 'REMAIN SEATED' PA, THEN TOLD COPLT A TO RUN THE REJECTED TKOF CHKLIST. I TALKED TO THE TWR AND FIGHTERS, CONFERRED WITH COPLT B, AND DECIDED THAT AN EVAC WASN'T NECESSARY. WE WORKED THROUGH THE REJECTED TKOF CHKLIST, THEN THE ENG FAILURE CHKLIST. BEFORE SHUTTING DOWN THE L ENG, WE TOOK A CLOSE LOOK AT IT, AND AT THAT MOMENT THE EGT STARTED RISING AND THE GAUGE TURNED RED, SO WE SHUT IT DOWN. WE FINISHED THE CHKLISTS AND WERE TOWED BACK TO THE GATE. CREW COM WAS EXCELLENT.
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.