Flight Crew Air Transport Pilot (ATP)
Aircraft Equipment Problem Critical
Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Release Refused / Aircraft Not Accepted; General Maintenance Action
We were to depart on Runway XXR; from [a] taxiway. Tower cleared us for takeoff. Power application; and procedures; up through the '80 knot' call were all standard and routine with no abnormalities noted. At approximately 100-110 knots while scanning the engine instruments; I heard a faint muffled 'pop' sound; and simultaneously noted the right engine rollback; and the 'Eng R Compressor Stall' alert illuminate. At this time there was the onset of a very noticeable; and continuous; 'shudder' (or; shaking) throughout out the aircraft airframe. I called 'abort' and initiated the abort. When the throttles were retarded; the spoilers automatically deployed as designed. During the short time to analyze; I thought maybe we had blown a right main tire; and that debris from that tire had entered the right engine. And since I had considerable dry runway remaining; I was very judicious in using minimum right braking; so as not to possibly exacerbate a blown tire and possibly compromised hydraulic line. I primarily used reverse thrust; and left main brake; to stop. Once we slowed close to a stop; the First Officer told the Tower we had aborted on RWY XXR. Tower acknowledged; and asked if we needed assistance. At this point we were abeam a taxiway that permitted us to exit the runway. We had no other indications of further problems. We did not set the brakes. The Tower authorized us to exit the runway there. We complied and stopped to diagnose the problem and comply with the QRH procedures. Brakes were not set; and the right engine was shut down. I made a cabin announcement for everyone to remain seated; and that we would be moving to the gate shortly. Before moving we asked the Tower to send an airport vehicle to inspect our right main mount; and the right engine for any visible damage; or other issues. They did so and reported that everything appeared to be normal. We acknowledged that the integrity of the right brakes and tires were not compromised; then notified Company of our compressor stall problem; were assigned a gate and taxied to it uneventfully. As we pulled into the gate the Brake Overheat warning illuminated for the left brake. We notified Company to tell the ramp personnel to stay clear of the left brake area.  When the chocks were put in place we switched to APU; secured the left engine and I released the brakes (the parking brakes were never set). Maintenance and Customer Service personnel met us at the gate. After all passengers had deplaned; I asked the flight attendants for their observations. Both had noted the 'pop' or 'boom' sound; then the airframe vibration.  No unusual odors were noted. The compressor stall and the brake overheat issues were entered in the aircraft logbook and we departed the aircraft. Maintenance towed the aircraft to the hangar for a boroscope.
A B717 flight crew rejected their takeoff following a loud and compressor stalls warnings followed by airframe vibration.  They returned to the gate where the aircraft was taken out of service.