Narrative:

On [runway] xxl takeoff roll shortly after '100 knots' callout; tower called 'xxl microburst alert; departure end; gains/loss of +/-30 kts.'captain directed reject at 120 knots-- rejected takeoff procedures were complied with and rejected takeoff braking was engaged throughout the evolution.tower was advised of rejected takeoff and passengers were advised to remain seated.captain cleared runway at taxiway and stopped the aircraft. Brakes were held and not set.first officer ran rejected takeoff qrc (hard card); followed by rejected takeoff QRH (cockpit manual). Rejected takeoff brake cooling time chart in QRH was referenced for -9ER. Conditions used were: 160k; 6000 PA; 120 knots. Captain confirmed with pilot in jumpseat that 120 knots was speed of reject before directing chart entry.determination was made (using parameters above) that aircraft was in the caution range; and after crew discussion; tower was advised that no emergency was being declared at that time and that aircraft would taxi back to the gate. Captain made announcement to passengers and briefed flight attendants and the after landing checklist was accomplished and 'return to gate' ACARS message was sent. First officer attempted to contact operations for gate assignment but was unable to contact. Secondary attempt was made with ramp control but was unsuccessful as well. Another [airliner] aircraft on the ramp relayed to return to gate.captain taxied with efforts made to minimize/not use brakes during the taxi. Number 2 engine was secured when turning onto [taxiway]. A loud bang was heard; taxiing became rough and the aircraft listed to the right. Captain immediately stopped aircraft and held the brakes. Ground was contacted; fire trucks were requested; and souls; fuel onboard; and intentions were passed. Fire trucks responded and contact on discrete frequency was made between fire commander and flight deck. Fire crews reported both right tires had deflated and that the right outboard tire had shredded; leaving rubber behind the aircraft on taxiway. Some minor smoke was present; but no fire was observed. Fire crews monitored both gear areas for the remainder of the evolution and brake temperatures continued to drop. Fire crews chocked front wheels and brakes were released.captain again made passenger announcement and briefed flight attendants. First officer again attempted contact on operations frequency but was unable to get a response. Ramp control was contacted; and they coordinated air stairs and busses for the passenger and crew removal to concourse. First officer contacted station maintenance and relayed the situation and was advised that station maintenance was aware and was inbound to the aircraft. An ACARS message was sent to dispatch advising of the event.captain coordinated between fire commander and flight attendants on disarming doors; egressing passengers; and assisting those who needed wheelchair assistance. No injuries or issues were reported. Parking checklist was completed and the aircraft was left with station maintenance. A write up was completed. Captain and first officer returned to flight operations and contacted chief pilot after CRM/threat and error management debrief.

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Original NASA ASRS Text

Title: A B737 flight crew reported on takeoff roll ATC called out Micro-burst Alert causing a high speed rejected takeoff.

Narrative: On [Runway] XXL takeoff roll shortly after '100 knots' callout; Tower called 'XXL Microburst Alert; departure end; gains/loss of +/-30 kts.'Captain directed Reject at 120 knots-- Rejected takeoff procedures were complied with and RTO braking was engaged throughout the evolution.Tower was advised of RTO and passengers were advised to remain seated.Captain cleared runway at Taxiway and stopped the aircraft. Brakes were held and not set.First Officer ran Rejected Takeoff QRC (hard card); followed by Rejected Takeoff QRH (cockpit manual). Rejected Takeoff Brake Cooling Time chart in QRH was referenced for -9ER. Conditions used were: 160k; 6000 PA; 120 knots. Captain confirmed with pilot in jumpseat that 120 knots was speed of Reject before directing chart entry.Determination was made (using parameters above) that aircraft was in the Caution range; and after crew discussion; Tower was advised that no Emergency was being declared at that time and that aircraft would taxi back to the gate. Captain made announcement to passengers and briefed flight attendants and the After Landing Checklist was accomplished and 'Return to Gate' ACARS message was sent. First Officer attempted to contact Operations for gate assignment but was unable to contact. Secondary attempt was made with Ramp Control but was unsuccessful as well. Another [airliner] aircraft on the ramp relayed to return to gate.Captain taxied with efforts made to minimize/not use brakes during the taxi. Number 2 engine was secured when turning onto [taxiway]. A loud bang was heard; taxiing became rough and the aircraft listed to the right. Captain immediately stopped aircraft and held the brakes. Ground was contacted; fire trucks were requested; and souls; fuel onboard; and intentions were passed. Fire trucks responded and contact on discrete frequency was made between Fire Commander and flight deck. Fire crews reported both right tires had deflated and that the right outboard tire had shredded; leaving rubber behind the aircraft on taxiway. Some minor smoke was present; but no fire was observed. Fire crews monitored both gear areas for the remainder of the evolution and brake temperatures continued to drop. Fire crews chocked front wheels and brakes were released.Captain again made passenger announcement and briefed flight attendants. First Officer again attempted contact on Operations frequency but was unable to get a response. Ramp Control was contacted; and they coordinated air stairs and busses for the passenger and crew removal to concourse. First Officer contacted Station Maintenance and relayed the situation and was advised that Station Maintenance was aware and was inbound to the aircraft. An ACARS message was sent to Dispatch advising of the event.Captain coordinated between Fire Commander and flight attendants on disarming doors; egressing passengers; and assisting those who needed wheelchair assistance. No injuries or issues were reported. Parking Checklist was completed and the aircraft was left with Station Maintenance. A write up was completed. Captain and First Officer returned to Flight Operations and contacted Chief Pilot after CRM/Threat and Error Management debrief.

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.