Narrative:

On the outbound flight the previous day four EICAS advisory messages and 12 status messages appeared about 3 hours prior to landing (door entry 1L; 1R; 2L; 3L and door entry ind 1L; 1R; 2R; 2L; 3R; 3L and door flight lock 1L; 1R; 2L; 2R; 3L; 3R). Appropriate checklists and maintenance log entries were completed.when we left the hotel for the return flight; we saw that we were assigned the same aircraft and that an earlier flight in the same aircraft had cancelled due to the same door indication problem. I contacted station operations and maintenance while enroute to the airport and was told that the problem had been determined to be a hard fault in one of the component cards of the proximity sensor electronic unit (pseu); and that there had been overheating in the same component. A replacement part had been borrowed. When we arrived at the airport; maintenance was still working on the problem. We were informed that maintenance had replaced the entire pseu; not just the faulty card; and that the system would be fully operational with no status or advisory messages. When we received the maintenance release document (mrd); it was nine pages long; and included a maintenance deferral of two door status messages; door flight lock 3L and door ind 3R.meanwhile; our preflight preparation was delayed due to difficulty getting data uplinks to the FMC. After more than an hour of troubleshooting with maintenance; station maintenance; dispatch; and the duty manager; we succeeded in restoring the FMC uplinks by arranging for dispatch to re-release the flight using a different server. We departed the gate 2 hours 10 minutes late. Passengers were on board throughout the delay. I made regular PA announcements.as we taxied out to the runway we observed another B777 abort their takeoff; coincidentally due to an entry door light; as revealed by their communications with tower.during our takeoff 10 minutes later; we received a door entry 3R EICAS alert caution message at approximately 60 knots and aborted the takeoff. We notified tower and the passengers.as we exited the runway; tower instructed us to hold our position before completely clearing the runway. We then received clearance to taxi onto a parallel taxiway and stop. We completed the rejected takeoff checklist; and notified dispatch and station operations. We resumed our taxi back to the gate and entered a maintenance write-up. We waited an additional hour at the gate with passengers on board while maintenance worked on the problem before the flight was cancelled.the cause of the door indication problem was later determined to be chafing on a wire to the proximity sensor at door 3L.

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Original NASA ASRS Text

Title: B777 Captain reported that during the takeoff roll they had multiple door warning lights. Captain elected to reject the takeoff and return to the gate.

Narrative: On the outbound flight the previous day four EICAS advisory messages and 12 status messages appeared about 3 hours prior to landing (DOOR ENTRY 1L; 1R; 2L; 3L and DOOR ENTRY IND 1L; 1R; 2R; 2L; 3R; 3L and DOOR FLIGHT LOCK 1L; 1R; 2L; 2R; 3L; 3R). Appropriate checklists and maintenance log entries were completed.When we left the hotel for the return flight; we saw that we were assigned the same aircraft and that an earlier flight in the same aircraft had cancelled due to the same door indication problem. I contacted Station Operations and Maintenance while enroute to the airport and was told that the problem had been determined to be a hard fault in one of the component cards of the Proximity Sensor Electronic Unit (PSEU); and that there had been overheating in the same component. A replacement part had been borrowed. When we arrived at the airport; maintenance was still working on the problem. We were informed that maintenance had replaced the entire PSEU; not just the faulty card; and that the system would be fully operational with no status or advisory messages. When we received the Maintenance Release Document (MRD); it was nine pages long; and included a maintenance deferral of two door status messages; DOOR FLIGHT LOCK 3L and DOOR IND 3R.Meanwhile; our preflight preparation was delayed due to difficulty getting data uplinks to the FMC. After more than an hour of troubleshooting with Maintenance; Station Maintenance; Dispatch; and the Duty Manager; we succeeded in restoring the FMC uplinks by arranging for Dispatch to re-release the flight using a different server. We departed the gate 2 hours 10 minutes late. Passengers were on board throughout the delay. I made regular PA announcements.As we taxied out to the runway we observed another B777 abort their takeoff; coincidentally due to an entry door light; as revealed by their communications with Tower.During our takeoff 10 minutes later; we received a DOOR ENTRY 3R EICAS alert caution message at approximately 60 knots and aborted the takeoff. We notified Tower and the passengers.As we exited the runway; Tower instructed us to hold our position before completely clearing the runway. We then received clearance to taxi onto a parallel taxiway and stop. We completed the rejected takeoff checklist; and notified Dispatch and Station Operations. We resumed our taxi back to the gate and entered a maintenance write-up. We waited an additional hour at the gate with passengers on board while maintenance worked on the problem before the flight was cancelled.The cause of the door indication problem was later determined to be chafing on a wire to the proximity sensor at door 3L.

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.