Narrative:

We departed on time and proceeded to the runway without issue and were cleared for takeoff. As we neared 80 knots; the first officer said 'I've got no data.' it took me a moment to comprehend what he said and I looked across to his flight instrument display. There was no airspeed or altitude data. The numbers and gray stripes were gone and only the HSI and compass displays were showing. It took me a moment to process the situation and I elected to abort the takeoff. As I did so; I looked at my airspeed indicator and saw that we were slightly past 100 KIAS. I had never made the '80 knots' callout since the first officer (first officer) pre-empted that with his statement. I deployed the thrust reversers and rejected takeoff (rejected take-off) worked as expected to bring us to a stop.the first officer informed the tower of the abort before we stopped; and I made a brief PA to the cabin after we stopped. Unfortunately at that point I reverted to our old QRH and called for the rejected takeoff checklist. It didn't take us long to realize that that was a mistake and we then started talking about brake energy. The tower asked if we could clear the runway and asked if we needed to go the hot brake area. We told them we could move and needed to evaluate the brakes. As we taxied clear; the first officer went into the FMC to get the data. He made multiple attempts and we got error messages every time.after clearing; we contacted [operations] to tell them we needed to return to the gate. I taxied slowly towards the gate as we continued to try to get some brake cooling data. We changed all the entries that we thought reasonable; but nothing worked. Later in the day we reviewed the [data] module from the [operational manual] and I am convinced we made the correct entries. At that point I decided to return to the gate. Based on my experience I didn't believe that the brake energy would require remote parking. In hindsight I should have gone somewhere remote and worked with dispatch to get the brake cooling data.later; after we got a different aircraft; we tried running the brake cooling data again. The module in the FMC was confusing. If we selected 'takeoff;' the braking options were the landing options for autobrakes; and if we selected 'landing'; the only braking option was rejected takeoff. We could not get any data out of it. We then tried using the app on the ipad. If the normal departure point [was entered] we got the same error messages that we got after the rejected takeoff. If the full length of runway was entered; we finally got brake energy data. It appeared to me that there is some kind of glitch or problem getting brake energy data [for takeoff from that intersection].

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Original NASA ASRS Text

Title: B737-800 flight crew reported rejecting a takeoff after the First Officer lost PFD data; then being unable to get brake cooling data afterwards.

Narrative: We departed on time and proceeded to the runway without issue and were cleared for takeoff. As we neared 80 knots; the First Officer said 'I've got no data.' It took me a moment to comprehend what he said and I looked across to his flight instrument display. There was no airspeed or altitude data. The numbers and gray stripes were gone and only the HSI and Compass displays were showing. It took me a moment to process the situation and I elected to abort the takeoff. As I did so; I looked at my airspeed indicator and saw that we were slightly past 100 KIAS. I had never made the '80 knots' callout since the FO (First Officer) pre-empted that with his statement. I deployed the thrust reversers and RTO (Rejected Take-Off) worked as expected to bring us to a stop.The FO informed the Tower of the abort before we stopped; and I made a brief PA to the cabin after we stopped. Unfortunately at that point I reverted to our old QRH and called for the RTO Checklist. It didn't take us long to realize that that was a mistake and we then started talking about brake energy. The Tower asked if we could clear the runway and asked if we needed to go the hot brake area. We told them we could move and needed to evaluate the brakes. As we taxied clear; the FO went into the FMC to get the data. He made multiple attempts and we got error messages every time.After clearing; we contacted [Operations] to tell them we needed to return to the gate. I taxied slowly towards the gate as we continued to try to get some brake cooling data. We changed all the entries that we thought reasonable; but nothing worked. Later in the day we reviewed the [data] module from the [Operational Manual] and I am convinced we made the correct entries. At that point I decided to return to the gate. Based on my experience I didn't believe that the brake energy would require remote parking. In hindsight I should have gone somewhere remote and worked with Dispatch to get the brake cooling data.Later; after we got a different aircraft; we tried running the brake cooling data again. The module in the FMC was confusing. If we selected 'Takeoff;' the braking options were the landing options for autobrakes; and if we selected 'Landing'; the only braking option was RTO. We could not get any data out of it. We then tried using the app on the iPad. If the normal departure point [was entered] we got the same error messages that we got after the RTO. If the full length of runway was entered; we finally got brake energy data. It appeared to me that there is some kind of glitch or problem getting brake energy data [for takeoff from that intersection].

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.