Narrative:

After waiting close to 30 minutes for takeoff due to landing traffic [we] finished the before takeoff checklist; and as we were rolling onto the runway finished the packs off checklist. The captain brought the throttles up to 55% and they both spooled up appropriately. The relief pilot called out high egt at the same time I called 100 KTS. I then annunciated high temperature left engine and pointed to the gauge. The captain called rejected takeoff at approximately 110 KTS. I called the tower and told them we were rejecting the takeoff on runway 01. They asked us to expedite to the exit taxiway due to landing traffic short final. We taxied off; switched to ground and we asked them if we could hold there to do a checklist. They told us to taxi on to J; hold short J6. I then told the flight attendants to remain seated. Then we accomplished the rejected takeoff checklist. When we got to the check gear synoptic that is when we noticed the brakes were in the amber; and we were starting to lose the pressure indications one by one. The relief pilot made a PA announcement to the passengers and started coordinating with the lead flight attendant to see if they saw any smoke of fire; as well as the condition of the passengers and other flight attendants if there were any injuries. I called ground and asked for a fire truck. Due to communication difficulties with the foreign language tower personnel it took at least 10 minutes for them to understand we were not taxiing back to the gate; we were not taxiing back for takeoff; and we needed a fire truck because we did not know if the tires were on fire or not. The crew discussed that until they got there if there were any indications of a fire we would initiate the evacuation checklist and coordinate with the flight attendants. The relief pilot tried this entire time to get hold of company on the company frequency listed in our jepp pages and we got no answer. So I asked the ground frequency to contact our company and have them meet us at our location. The captain then got on a sat phone with company and maintenance; and discussed what happened and suggested we turn off the engines. We did; and shortly after maintenance personnel connected to the flight interphone at the nose and said that there was no fire or smoke coming from the wheels; and that all 12 tires were flat. They also agreed to shut down the engines. They also informed us that the company was coming with buses and air stairs to unload the passengers. After all the passengers were deplaned; including the 3 handicapped passengers; the local FAA came on board; asked what happened. Asked for a written report of the incident and took pictures of the gauges; aircraft certificates; and our pilot's license and medicals. Maintenance boarded as well and sent all of the data to maintenance control and pulled the cvr circuit breaker. We left the APU running when we left the airplane with maintenance and boarded the bus back to the terminal.

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Original NASA ASRS Text

Title: A B777 left engine EGT alerted overtemp during the takeoff roll at about 100 KTS so the Captain rejected and after clearing the runway; because of a language difficulty; could get neither ATC nor Airfield Rescue and Fire Fighters assistance. They parked on a taxiway; used their SAT Phone and Dispatch called for assistance as all tire fuses melted.

Narrative: After waiting close to 30 minutes for takeoff due to landing traffic [we] finished the Before Takeoff Checklist; and as we were rolling onto the runway finished the Packs Off Checklist. The Captain brought the throttles up to 55% and they both spooled up appropriately. The Relief Pilot called out high EGT at the same time I called 100 KTS. I then annunciated high temperature left engine and pointed to the gauge. The Captain called rejected takeoff at approximately 110 KTS. I called the Tower and told them we were rejecting the takeoff on Runway 01. They asked us to expedite to the exit taxiway due to landing traffic short final. We taxied off; switched to Ground and we asked them if we could hold there to do a checklist. They told us to taxi on to J; hold short J6. I then told the flight attendants to remain seated. Then we accomplished the Rejected Takeoff Checklist. When we got to the check gear synoptic that is when we noticed the brakes were in the amber; and we were starting to lose the pressure indications one by one. The Relief Pilot made a PA announcement to the passengers and started coordinating with the Lead Flight Attendant to see if they saw any smoke of fire; as well as the condition of the passengers and other flight attendants if there were any injuries. I called Ground and asked for a fire truck. Due to communication difficulties with the foreign language Tower personnel it took at least 10 minutes for them to understand we were not taxiing back to the gate; we were not taxiing back for takeoff; and we needed a fire truck because we did not know if the tires were on fire or not. The crew discussed that until they got there if there were any indications of a fire we would initiate the Evacuation Checklist and coordinate with the flight attendants. The Relief Pilot tried this entire time to get hold of company on the company frequency listed in our Jepp pages and we got no answer. So I asked the Ground frequency to contact our company and have them meet us at our location. The Captain then got on a SAT phone with company and Maintenance; and discussed what happened and suggested we turn off the engines. We did; and shortly after Maintenance personnel connected to the flight interphone at the nose and said that there was no fire or smoke coming from the wheels; and that all 12 tires were flat. They also agreed to shut down the engines. They also informed us that the Company was coming with buses and air stairs to unload the passengers. After all the passengers were deplaned; including the 3 handicapped passengers; the local FAA came on board; asked what happened. Asked for a written report of the incident and took pictures of the gauges; aircraft certificates; and our pilot's license and medicals. Maintenance boarded as well and sent all of the data to Maintenance Control and pulled the CVR circuit breaker. We left the APU running when we left the airplane with Maintenance and boarded the bus back to the terminal.

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.