B737-700
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 303; Flight Crew Type 9232
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft
We had just switched aircraft prior to our second leg of the day. We were running almost 30 minutes late waiting for the aircraft to come from the hangar. After taxi out; ATC cleared us for takeoff and I transferred control to the FO who was the PF (Pilot Flying) for this leg. On the takeoff roll we noticed a change in sound followed by a slight yaw of the aircraft and the number 1 engine rolling back. I took control of the aircraft from the FO and rejected the takeoff at 85 knots. I don't believe I used standard phraseology in assuming control however the FO knew what was occurring. The amber ENG FAIL illuminated on the number 1 engine. We immediately notified ATC and evaluated the status of the aircraft. After determining it was just a failure with no other indications we taxied clear of runway to evaluate brake energy from the reject. The FO and I coordinated communication with our Flight Attendants; Passengers and Operations. After determining it was safe to taxi to a gate we parked the aircraft and contacted Dispatch; Maintenance Control and local Maintenance. I made another PA to our Passengers explaining what exactly happened on the runway. I also informed them we were coordinating the transfer of everyone to a new aircraft so we could continue our flight.Previous write-ups in the logbook indicated a history of issues with this engine. Maintenance had addressed the issues and corrected any defects. Not sure what ultimately lead to the failure of this engine at takeoff thrust.
I initiated a rolling takeoff. Prior to the 80 knot call I detected a yaw that I initially thought was caused by a crosswind. It continued to increase and I checked the engine gauges. Number 1 was rolling back and the white trend arc on N1 was near the 6 o'clock position. I verbalized the abnormal condition; transferred controls to the Captain; and he initiated the RTO (Rejected Takeoff) prior to 90 knots. Autobrake RTO did not engage. The failure was not catastrophic. No loud noises or vibrations were detected. No fire bells sounded. We exited the runway and calculated our brake cooling requirement. Cooling at gate was allowed and after a brief delay for coordination we proceeded to the gate. The aircraft came to us from Maintenance after having a 'VSV (Variable Stator Vane) actuator' replaced on the number 1 Engine.The aircraft logbook indicated a high thrust run up was accomplished prior to returning to service following VSV actuator replacement. This problem occurred very shortly after thrust was advanced for takeoff. I am curious about the duration of the return to service run up.
B737 flight crew reported a loss of engine thrust at 80 knots resulted in a rejected takeoff.