Narrative:

Cleared for takeoff with first officer was pilot flying. When before takeoff checklist was completed; and aircraft aligned with runway; captain transferred control to first officer. First officer now pilot flying called for standard power. Throttles were advanced; and autoflight tile was selected. Autothrottles advanced normally. Between 60-70 KIAS amber caution on glare shield illuminated. Captain observed a level 2 alert 'gen drive 2 fault' displayed. Captain assumed control of the aircraft; called for and executed rejected takeoff. First officer made appropriate calls to ATC. Flight cleared runway and north on taxiway per ATC direction. After landing checklist and rejected takeoff checklists were completed. [We] observed on taxiway that lvl 2 alert had self canceled. Requested and was granted permission from ground to hold position while we worked problem. Contacted flight dispatcher and advised of problem; and rejected takeoff. Then contacted maintenance advised of rejected takeoff and problem. Reviewed QRH related to alert; however decided not to continue since alert self canceled. During discussions with maintenance it was decided that a high power run was in order. [We] performed number 2 engine run up to 80% N1. Fault did not reoccur. Advised maintenance; [we were] advised that it was most likely a transient fault; and that he saw nothing to preclude another takeoff attempt. Crew discussed what was observed; and decided that we would attempt another takeoff. All parties were advised of our intentions. Aircraft was reconfigured and checklist accomplished. Flight was again cleared by ATC to takeoff. [We] accomplished all procedures as we did in first attempt. At 60 KIAS amber caution once again illuminated; as did the level 2 alert 'gen drive 2 fault' alert. Captain assumed control; and rejected takeoff. All appropriate checklist were accomplished. Once again alert self canceled. Again contacted flight dispatcher and maintenance to advise. This time maintenance directed to comply with MEL 24-21-01; which requires disconnect of the idg. We also had to perform a procedure as directed by maintenance to clear an egps fault caused by the idg disconnect. MEL process was completed as per the flight operations manual and aml card. After all deferral and dispatch items were complied with; aircraft was again configured for takeoff. This time successfully. Good support from all parties involved. Flight dispatcher was especially outstanding in support and coordination with operating groups.

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Original NASA ASRS Text

Title: MD11 flight crew experiences a 'Gen Drive 2 Fault' on the takeoff roll and rejects. The fault self clears and a high power run up is accomplished with no faults noted. The next takeoff attempt produces the same results and the generator is disconnected using MEL procedures and the third takeoff attempt is successful.

Narrative: Cleared for takeoff with First Officer was pilot flying. When before takeoff checklist was completed; and aircraft aligned with runway; Captain transferred control to First Officer. First Officer now pilot flying called for standard power. Throttles were advanced; and autoflight tile was selected. Autothrottles advanced normally. Between 60-70 KIAS amber caution on glare shield illuminated. Captain observed a Level 2 alert 'Gen Drive 2 Fault' displayed. Captain assumed control of the aircraft; called for and executed rejected takeoff. First Officer made appropriate calls to ATC. Flight cleared runway and north on taxiway per ATC direction. After landing checklist and Rejected Takeoff Checklists were completed. [We] observed on taxiway that LVL 2 alert had self canceled. Requested and was granted permission from Ground to hold position while we worked problem. Contacted Flight Dispatcher and advised of problem; and rejected takeoff. Then contacted Maintenance advised of rejected takeoff and problem. Reviewed QRH related to alert; however decided not to continue since alert self canceled. During discussions with Maintenance it was decided that a high power run was in order. [We] performed Number 2 Engine run up to 80% N1. Fault did not reoccur. Advised Maintenance; [we were] advised that it was most likely a transient fault; and that he saw nothing to preclude another takeoff attempt. Crew discussed what was observed; and decided that we would attempt another takeoff. All parties were advised of our intentions. Aircraft was reconfigured and checklist accomplished. Flight was again cleared by ATC to takeoff. [We] accomplished all procedures as we did in first attempt. At 60 KIAS amber caution once again illuminated; as did the Level 2 alert 'Gen Drive 2 Fault' alert. Captain assumed control; and rejected takeoff. All appropriate checklist were accomplished. Once again alert self canceled. Again contacted Flight Dispatcher and Maintenance to advise. This time Maintenance directed to comply with MEL 24-21-01; which requires disconnect of the IDG. We also had to perform a procedure as directed by Maintenance to clear an EGPS fault caused by the IDG disconnect. MEL process was completed as per the Flight Operations Manual and AML card. After all deferral and dispatch items were complied with; aircraft was again configured for takeoff. This time successfully. Good support from all parties involved. Flight Dispatcher was especially outstanding in support and coordination with operating groups.

Data retrieved from NASA's ASRS site 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.