Narrative:

On takeoff roll just prior to 100 KTS the right throttle started moving ahead of the left. I advised the first officer that I had a spread in the throttles. He told me there was a spread in the N2's. I looked down and noticed that the #2 N2 was 104.5% (105% is limit). N1 on #2 was 1% below takeoff power and egt was nearing 900 degrees. I reduced power a little, but temperature increased. Red egt warning light came on. I reduced power a little more and egt exceeded limit by 4 degrees (934 degrees, 930 degrees is limit). I decided that the safest course of action was to abort the takeoff. We used rejected takeoff and it brought the aircraft to a complete stop. First officer advised the tower of the abort and nature of the problem. I made a passenger announcement to have the passenger to remain seated. We then cleared the runway. We asked the tower to have the fire trucks come out and for our maintenance crew to come out to the aircraft. After clearing the runway we did the rejected takeoff checklist, engine failure and fire checklist, after landing checklist and checked with the cabin crew to see if everyone was all right, and if there were any problems. Fire trucks and maintenance came out and checked the aircraft and had us stay put until the brakes cooled down a little. I decided to have the aircraft towed to the gate because we had used maximum braking and the right brake was very hot, and I didn't want to taxi the aircraft with 1 engine and hot brakes. No one was hurt, and there was no aircraft damage. Rejected takeoff works great. The stop was smooth and straight ahead. P.south.: I did forget to enter fuel remaining in aircraft log. Callback conversation with reporter revealed the following: the failure of the main thrust bearing caused the problem and an engine change was made before next departure.

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Original NASA ASRS Text

Title: ACR MLG TKOF ABORT DUE TO ENGINE PROBLEM.

Narrative: ON TKOF ROLL JUST PRIOR TO 100 KTS THE RIGHT THROTTLE STARTED MOVING AHEAD OF THE LEFT. I ADVISED THE F/O THAT I HAD A SPREAD IN THE THROTTLES. HE TOLD ME THERE WAS A SPREAD IN THE N2'S. I LOOKED DOWN AND NOTICED THAT THE #2 N2 WAS 104.5% (105% IS LIMIT). N1 ON #2 WAS 1% BELOW TKOF PWR AND EGT WAS NEARING 900 DEGS. I REDUCED PWR A LITTLE, BUT TEMP INCREASED. RED EGT WARNING LIGHT CAME ON. I REDUCED PWR A LITTLE MORE AND EGT EXCEEDED LIMIT BY 4 DEGS (934 DEGS, 930 DEGS IS LIMIT). I DECIDED THAT THE SAFEST COURSE OF ACTION WAS TO ABORT THE TKOF. WE USED RTO AND IT BROUGHT THE ACFT TO A COMPLETE STOP. F/O ADVISED THE TWR OF THE ABORT AND NATURE OF THE PROB. I MADE A PAX ANNOUNCEMENT TO HAVE THE PAX TO REMAIN SEATED. WE THEN CLRED THE RWY. WE ASKED THE TWR TO HAVE THE FIRE TRUCKS COME OUT AND FOR OUR MAINT CREW TO COME OUT TO THE ACFT. AFTER CLRING THE RWY WE DID THE REJECTED TKOF CHKLIST, ENG FAILURE AND FIRE CHKLIST, AFTER LNDG CHKLIST AND CHKED WITH THE CABIN CREW TO SEE IF EVERYONE WAS ALL RIGHT, AND IF THERE WERE ANY PROBS. FIRE TRUCKS AND MAINT CAME OUT AND CHKED THE ACFT AND HAD US STAY PUT UNTIL THE BRAKES COOLED DOWN A LITTLE. I DECIDED TO HAVE THE ACFT TOWED TO THE GATE BECAUSE WE HAD USED MAX BRAKING AND THE RIGHT BRAKE WAS VERY HOT, AND I DIDN'T WANT TO TAXI THE ACFT WITH 1 ENG AND HOT BRAKES. NO ONE WAS HURT, AND THERE WAS NO ACFT DAMAGE. RTO WORKS GREAT. THE STOP WAS SMOOTH AND STRAIGHT AHEAD. P.S.: I DID FORGET TO ENTER FUEL REMAINING IN ACFT LOG. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: THE FAILURE OF THE MAIN THRUST BEARING CAUSED THE PROB AND AN ENG CHANGE WAS MADE BEFORE NEXT DEP.

Data retrieved from NASA's ASRS site as of July 2007 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.