Narrative:

I was flying pilot for our first leg. During takeoff roll; at approximately 80 knots; the master caution light was illuminated. The captain announced 'reject' and took control of the aircraft. Since I was flying pilot my eyes were outside on the runway and by the time I looked inside at alert; it had already disappeared. I called the tower and told them we were rejecting takeoff and could taxi clear of the runway. They asked if we needed assistance and I replied no; but would need to be able to stop the aircraft on a taxiway or ramp and confer with our company. We were told to hold our position on [our current taxiway]. Captain recycled the auto-brakes to off; then back to takeoff. He then called station maintenance and told them about our situation and what had happened. I was still monitoring ground frequency; but was trying to also listen to what maintenance was telling the captain. Maintenance told the captain if the problem no longer existed; we should attempt the takeoff again. After talking to maintenance he then asked if an local acp was on frequency and I heard someone reply yes immediately. The acp informed captain our situation was ok to continue. The captain said he thought we were good to go; and I agreed since the caution light seemed to be an intermittent problem that had ceased. (The captain told me the alert had been a level 2 anti-skid fail). We checked the brake cooling charts and determined there was no need for cooling period. We determined we still had takeoff fuel. The next takeoff was uneventful. Once airborne at cruise; the captain entered the discrepancy in the logbook. We got out the fom to confirm our thoughts. We were confused by what we read regarding a discrepancy being entered as a 'c' or 'p'. I realized we should have written this up on the ground as a 'p' and returned to the ramp and let maintenance deal with it. (But our thoughts at the time were that there was no present fault or status message for maintenance to deal with). The captain said he would discuss it with an acp when we arrived. But no acp was present when we arrived. Captain filed an event report; then we both went to sleep before our next leg. We have realized our mistake and will not rely on talking to local maintenance; instead confer with my dispatcher and maintenance control. And in the end; we now know the proper code for a write up and will be conservative and return to the ramp and block in as per the fom.

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Original NASA ASRS Text

Title: A MD-11 takeoff was rejected because of a momentary ANTI-SKID FAIL alert but after clearing the warning and conferring with Maintenance; the flight departed but the crew realized later Maintenance should have cleared the log book.

Narrative: I was flying pilot for our first leg. During takeoff roll; at approximately 80 knots; the Master Caution light was illuminated. The Captain announced 'reject' and took control of the aircraft. Since I was flying pilot my eyes were outside on the runway and by the time I looked inside at alert; it had already disappeared. I called the Tower and told them we were rejecting takeoff and could taxi clear of the runway. They asked if we needed assistance and I replied no; but would need to be able to stop the aircraft on a taxiway or ramp and confer with our company. We were told to hold our position on [our current taxiway]. Captain recycled the auto-brakes to OFF; then back to Takeoff. He then called Station Maintenance and told them about our situation and what had happened. I was still monitoring Ground frequency; but was trying to also listen to what Maintenance was telling the Captain. Maintenance told the Captain if the problem no longer existed; we should attempt the takeoff again. After talking to Maintenance he then asked if an local ACP was on frequency and I heard someone reply yes immediately. The ACP informed Captain our situation was OK to continue. The Captain said he thought we were good to go; and I agreed since the caution light seemed to be an intermittent problem that had ceased. (The Captain told me the alert had been a level 2 anti-skid fail). We checked the brake cooling charts and determined there was no need for cooling period. We determined we still had takeoff fuel. The next takeoff was uneventful. Once airborne at cruise; the Captain entered the discrepancy in the logbook. We got out the FOM to confirm our thoughts. We were confused by what we read regarding a discrepancy being entered as a 'c' or 'p'. I realized we should have written this up on the ground as a 'p' and returned to the ramp and let Maintenance deal with it. (But our thoughts at the time were that there was no present fault or status message for Maintenance to deal with). The Captain said he would discuss it with an ACP when we arrived. But no ACP was present when we arrived. Captain filed an Event Report; then we both went to sleep before our next leg. We have realized our mistake and will not rely on talking to local Maintenance; instead confer with my Dispatcher and Maintenance Control. And in the end; we now know the proper code for a write up and will be conservative and return to the ramp and block in as per the FOM.

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.