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|
Attributes | |
ACN | 1000520 |
Time | |
Date | 201203 |
Local Time Of Day | 0601-1200 |
Place | |
Locale Reference | ZZZ.Airport |
State Reference | US |
Environment | |
Flight Conditions | VMC |
Light | Dawn |
Aircraft 1 | |
Make Model Name | B757-200 |
Operating Under FAR Part | Part 121 |
Flight Phase | Takeoff |
Flight Plan | IFR |
Component | |
Aircraft Component | Autoflight Yaw Damper |
Person 1 | |
Function | Pilot Flying Captain |
Qualification | Flight Crew Air Transport Pilot (ATP) |
Experience | Flight Crew Last 90 Days 130 Flight Crew Total 21000 Flight Crew Type 3000 |
Person 2 | |
Function | Pilot Not Flying First Officer |
Experience | Flight Crew Last 90 Days 220 Flight Crew Total 1500 Flight Crew Type 6000 |
Events | |
Anomaly | Aircraft Equipment Problem Critical Deviation - Procedural Published Material / Policy |
Narrative:
All operations from check-in to line-up and wait were normal and went well. After clearance to take off I released brakes; stabilized throttles and advanced for take-off; pushed EPR. It was still dark. I saw an EICAS message for yaw damper and commenced abort procedures. Started with autothrottles off and was beginning to retard the throttles when I heard the first officer make the 80 KTS call and what sounded like 'continue.' I had already started moving the throttles toward idle and rejected the take off. The first officer said he was not surprised as he saw my hand moving - I did not call aborting takeoff or reject. I directed the first officer to notify tower; with no assistance required. I had disengaged the rejected takeoff as we were very light with more than adequate runway remaining. I allowed the aircraft to continue rolling and exited the runway at Y while the first officer made the 'remain seated' call. We waited for taxi instructions (brakes were not set) and the first officer reviewed the checklists. Weight/speed good. I thought the max speed attained was 100-110; first officer felt 110-120 we used the higher speed. Continued to gate where airplane is chocked and brakes are released. [We] made PA for passengers. After confirming from contract maintenance the airplane still had to sit for one hour; [we] coordinated with station to remove passengers. Station [was] very helpful through entire situation. We both feel the outcome was successful and handled with ease. We were very light (185;000); momentary rejected takeoff and cool temperature (13C) and maintenance manual still showed 1 hour wait; brakes were ice cold. At the gate I talked to the flight attendants and they indicated everything was fine; no passengers were upset and they heard the 'remain seated' call. Some other factors affecting our flight today was the early report time; we had already mentioned drive times in and how much sleep we had. We both felt issues with all nighters being paired with early departures with minimum/no recovery time or minimum days off is always a factor/threat.
Original NASA ASRS Text
Title: A B757 crew described a 100 KTS rejected takeoff because of an EICAS YAW DAMPER alert. The crew arrived on late night flight and were departing prior to sunrise so fatigue was felt.
Narrative: All operations from check-in to line-up and wait were normal and went well. After clearance to take off I released brakes; stabilized throttles and advanced for take-off; pushed EPR. It was still dark. I saw an EICAS message for YAW DAMPER and commenced abort procedures. Started with autothrottles OFF and was beginning to retard the throttles when I heard the First Officer make the 80 KTS call and what sounded like 'continue.' I had already started moving the throttles toward idle and rejected the take off. The First Officer said he was not surprised as he saw my hand moving - I did not call aborting takeoff or reject. I directed the First Officer to notify Tower; with no assistance required. I had disengaged the RTO as we were very light with more than adequate runway remaining. I allowed the aircraft to continue rolling and exited the runway at Y while the First Officer made the 'remain seated' call. We waited for taxi instructions (brakes were not set) and the First Officer reviewed the checklists. Weight/speed good. I thought the max speed attained was 100-110; First Officer felt 110-120 we used the higher speed. Continued to gate where airplane is chocked and brakes are released. [We] made PA for passengers. After confirming from Contract Maintenance the airplane still had to sit for one hour; [we] coordinated with station to remove passengers. Station [was] very helpful through entire situation. We both feel the outcome was successful and handled with ease. We were very light (185;000); momentary RTO and cool temperature (13C) and Maintenance Manual still showed 1 hour wait; brakes were ice cold. At the gate I talked to the flight attendants and they indicated everything was fine; no passengers were upset and they heard the 'remain seated' call. Some other factors affecting our flight today was the early report time; we had already mentioned drive times in and how much sleep we had. We both felt issues with all nighters being paired with early departures with minimum/no recovery time or minimum days off is always a factor/threat.
Data retrieved from NASA's ASRS site as of July 2013 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.