Narrative:

[We] taxied to the runway; for intersection takeoff from 'K'. Operations take off/landing data (told) card calculated for the conditions. We were cleared to lineup and wait by tower. The before takeoff checklist was completed. At this point all engine indications were normal. The engine anti-ice runup was accomplished and thrust was stable at 1.12 EPR. I applied forward column pressure for the beginning of the takeoff roll. As the captain released the brakes and applied more thrust; #4 engine failed to respond. The aircraft began to veer off of the runway centerline. I immediately began to call 'centerline; centerline'. The captain responded with immediate application of manual braking; speed brakes deployed and reverse thrust on engines #2 and #3. #1 thrust reverser was MEL'ed. The aircraft continued toward the right side of the runway; possibly striking the runway edge lights. The captain regained control of the aircraft and corrected toward the runway centerline. I advised tower that we had rejected the takeoff. The #3 engine compressor stalled and over-temped during the rejected takeoff. (776 degrees; 25 seconds) the flight engineer motored the engine. The QRH was completed. I advised the captain that the aircraft needed to be inspected by the emergency crews prior to taxiing to parking. The degree of damage that the aircraft had sustained was unknown and needed to be ascertained prior to further aircraft movement. I thought the takeoff should have been planned and executed from the runway extension. The area of the runway by intersection 'K' has many airplanes taxi into position there. This results in an icy spot along that section of the runway. This was a contributing factor in the loss of directional control of the airplane. Tower cleared the aircraft to exit at taxiway 'M'. Once we were clear of the runway; tower asked if we needed any assistance. The captain decided that we should taxi back to the parking area. I informed tower that there was a possibility that we had struck the runway edge lights during the rejected takeoff. Once the aircraft was safely at the parking spot; the captain and the flight engineer made the appropriate write ups in the aircraft logbook. Dispatch was contacted. In my opinion; the pairing of two captains is not desirable; as I would not have taken off from 'K' to begin with. The flight engineers need to be more attentive to engine response while operating on slippery runways. There should probably be more emphasis on low speed rejected takeoffs with the braking action in the range of fair to poor in the simulator.

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Original NASA ASRS Text

Title: A B747-200 number four engine failed to produce rated thrust so the Captain rejected the takeoff as the aircraft began to veer off centerline on a slippery runway; possibly striking runway edge lights.

Narrative: [We] taxied to the runway; for intersection takeoff from 'K'. Operations Take Off/Landing Data (TOLD) Card calculated for the conditions. We were cleared to lineup and wait by Tower. The Before Takeoff Checklist was completed. At this point all engine indications were normal. The Engine Anti-Ice runup was accomplished and thrust was stable at 1.12 EPR. I applied forward column pressure for the beginning of the takeoff roll. As the Captain released the brakes and applied more thrust; #4 Engine failed to respond. The aircraft began to veer off of the runway centerline. I immediately began to call 'CENTERLINE; CENTERLINE'. The Captain responded with immediate application of manual braking; speed brakes deployed and Reverse Thrust on Engines #2 and #3. #1 Thrust Reverser was MEL'ed. The aircraft continued toward the right side of the runway; possibly striking the runway edge lights. The Captain regained control of the aircraft and corrected toward the runway centerline. I advised Tower that we had rejected the takeoff. The #3 Engine compressor stalled and over-temped during the rejected takeoff. (776 degrees; 25 seconds) The Flight Engineer motored the engine. The QRH was completed. I advised the Captain that the aircraft needed to be inspected by the emergency crews prior to taxiing to parking. The degree of damage that the aircraft had sustained was unknown and needed to be ascertained prior to further aircraft movement. I thought the takeoff should have been planned and executed from the runway extension. The area of the runway by Intersection 'K' has many airplanes taxi into position there. This results in an icy spot along that section of the runway. This was a contributing factor in the loss of directional control of the airplane. Tower cleared the aircraft to exit at Taxiway 'M'. Once we were clear of the runway; Tower asked if we needed any assistance. The Captain decided that we should taxi back to the parking area. I informed Tower that there was a possibility that we had struck the runway edge lights during the rejected takeoff. Once the aircraft was safely at the parking spot; the Captain and the Flight Engineer made the appropriate write ups in the aircraft logbook. Dispatch was contacted. In my opinion; the pairing of two Captains is not desirable; as I would not have taken off from 'K' to begin with. The Flight Engineers need to be more attentive to engine response while operating on slippery runways. There should probably be more emphasis on low speed rejected takeoffs with the braking action in the range of fair to poor in the simulator.

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.