B767 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 250
Aircraft Equipment Problem Critical
Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft; Airport
Full power takeoff from full length with high speed rejected takeoff. Throughout the engine start and taxi out all engine indications and engine sounds were normal. The flight was cleared to lineup and wait well before reaching the end of the runway and cleared for takeoff as we crossed the hold short line. We took the takeoff 'on the roll' while still maximizing available takeoff distance. First Officer was flying pilot; I was monitoring pilot. The FP advanced the throttles and the engines spooled normally and together. The FP called for AUTOTHROTTLE at which time I selected Thrust on the MCP. The engines continued to accelerate normally and equally up to target thrust. The FP removed his hand from the throttles. I assumed control of the throttles. I verified the engines had reached commanded thrust and called out the N1 reading. At full thrust the aircraft accelerated briskly and I made the 100 KIAS call about 10 knots late. I was looking at the engine instruments again; verifying the engine instruments for normal readings. At approximately 120 to 130 KIAS I heard 2 loud bangs in rapid succession and felt a sharp lurch to the left. The FP immediately corrected the aircraft back toward centerline. At the same time; I announced REJECT. I immediately closed the throttles deployed the thrust reversers verified the speed brakes had deployed and the RTO autobrakes were engaged. The airplane decelerated rapidly maintaining centerline. As we decelerated I commanded the IRO to make a REMAIN SEATED PA. As soon as the IRO finished the PA we could clearly hear the FA's shouting their commands to remain seated to the cabin. At the same time the FO notified the Tower we were aborting and the equipment was rolled. We came to a stop on the runway centerline with approximately 2;500 feet of runway remaining. I verified with the Tower that we had no fire and the equipment was on its way; at this point all engine indications were still normal. We completed the REJECTED TAKEOFF CHECKLIST. At this point all 3 pilots agreed it felt like we had hit something either on the runway or a bird. I made a new remain seated PA and reassured the passengers that although something had happened we had stopped the aircraft; there was no immediate danger and that we would be returning to the gate after the fire personnel had confirmed that the tires were good and the aircraft was safe to taxi. When the equipment arrived they indicated by hand signal that there was no fire and the left side looked OK. They attempted to establish intercom communication as did we but their handset was not working. We verified the BTMS which was at 5-6 and rising. We advised the Tower that we could clear the runway and they advised that they had seen a flash and smoke from the left engine just prior to our rejecting the takeoff. Once the equipment cleared the runway I made an additional PA that we were returning to a gate and for all passengers to remain seated. I verified with the cabin that everyone was seated and we requested to return to a gate. We were cleared to follow the FOLLOW ME vehicle. We completed an After Landing procedure; retracting the flaps since we had verified tire and wheel integrity. We taxied in and shut down; all engine indications were still normal. We completed the PARKING CHECKLIST; with the exception that after verifying the nose gear was chocked; we released the parking brake; to assist in brake cooling. BTMS readings peaked at 7 on all wheels. I wrote up a maintenance discrepancy describing the engine event. Subsequent borescope inspection by maintenance revealed that the engine had ingested sufficient FOD to damage several compressor blades most likely resulting in a compressor stall. The engine was damaged sufficiently to require removal from the aircraft before further flight.
I was the Flying Pilot for this leg.  Engines spooled normally to full power (weight and balance called for max power due to the possibility of using engine anti-ice although there was no precipitation at take off time). Accelerating through 120 knots the aircraft nose jerked left a few degrees. In addition there was a loud bang and the sensation that aircraft acceleration had been interrupted; it felt as if we had hit something on the left side of the plane. I made sure the aircraft tracked to centerline and scanned the EICAS. Engine indications were normal and together. At that moment the Captain called 'reject;' closed the throttles and took control of the aircraft. I believe he may have also stated 'we hit something.' The aircraft decelerated rapidly and remaining within the confines of the runway was not an issue. Through 80 knots I advised the Tower we were aborting on the runway. The aircraft came to a stop with approximately 3;000 feet remaining. The IRO made the remain seated PA. The Captain called for the rejected takeoff checklist which I accomplished. I radioed the Tower that we had aborted at high speed and to dispatch Fire; Crash; and Rescue for inspection and that we would probably have hot brakes. Both engines were idling normally. We discussed what might have happened. All three of us had the sensation that the aircraft had impacted something on the left side. In addition we suspected we might have ingested something in the left engine and/or blown some tires. After several minutes the Crash Crew arrived. Their visual inspection from the vehicles indicated nothing abnormal. We had no blown tires and the left engine appeared normal. The Captain elected to clear the runway. We trailed a follow-me truck a short distance to a hardstand. Brakes were hot; 5s; 6s; and 7s but then cooled rapidly in the chilly weather. We warned all ground personnel to remain clear of the trucks until the brakes had cooled sufficiently and asked that the nose wheel be chocked so the Captain could release the parking brake. This was accomplished and when it was safe to do so ground personnel made a closer inspection of the engine and left side of the aircraft. Nothing unusual was noted. There no signs of impact or animal remains. The passengers were deplaned. Maintenance personnel told us the Tower had reported to them that they had seen a flash and smoke from the left side of the aircraft just prior to our reject. I believe he may have also stated the Tower heard a bang as well. One of the flight attendants told us that one or more passengers had reported seeing two flashes of fire from underneath the left wing. We discussed the facts as we had them and decided we must have had one or two major compressor stalls on the left motor. The flight was cancelled and the left engine was slated for a bore scope inspection which was accomplished that evening. The inspection revealed some cracked and damaged hi stage blades that suggested some type of hard object ingestion. The engine was taken out of service.
B767 flight crew describes a rejected takeoff when the left engine experiences compressor stalls at high speed. Maintenance inspection reveals damage to compressor blades requiring an engine change.