Narrative:

On jun/thu/96 I was the captain of flight departing from dfw to hnl. It was decided that my first officer would fly the leg from dfw to hnl. We were cleared for takeoff on runway 18L at dfw. The power was applied and the aircraft was accelerating normally. Some time after passing 130 KTS I observed the #3 engine tgt approaching its limits. I retarded the power lever slightly in an effort to control the rising tgt. However, almost immediately after this action the #3 engine tgt reached its limits and we received a red warning light verifying the excessive temperature. Our V1 refusal speed was calculated at 151 KTS and we were just passing through 140 KTS. I immediately initiated an abort and announced loudly, abort, abort, abort! I was able to decelerate the aircraft well within the remaining runway length. However, in the interest of conserving the brakes, I elected to allow the aircraft to roll to the end and exit the runway at that point. We then taxied clear of the runway and stopped the aircraft on the concrete pad. We shut down engines #1 and #3 and started the APU. This allowed for adequate cooling and did not require me to set the parking brakes. After examining the brake energy chart I elected to request the fire department as a precaution. I did not intend to attempt to taxi the aircraft any farther. I expected the fuse plugs in the tires to melt and did not want that to happen in an awkward or undesirable location on the airport. After our maintenance people and the fire department arrived, 6 of the 8 tires did lose their air. Our passenger were transported to the terminal via 8 buses in a safe and orderly fashion. The aircraft was secured and released to our maintenance personnel. My crew and I then returned to operations where the appropriate papers were filed.

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Original NASA ASRS Text

Title: PIC ABORTS TKOF IN WDB ACFT DUE TO RISING TGT ON #3 ENG WHICH FINALLY EXCEEDED ITS LIMITS. NO OTHER CALLOUTS FROM OTHER FLC MEMBERS.

Narrative: ON JUN/THU/96 I WAS THE CAPT OF FLT DEPARTING FROM DFW TO HNL. IT WAS DECIDED THAT MY FO WOULD FLY THE LEG FROM DFW TO HNL. WE WERE CLRED FOR TKOF ON RWY 18L AT DFW. THE PWR WAS APPLIED AND THE ACFT WAS ACCELERATING NORMALLY. SOME TIME AFTER PASSING 130 KTS I OBSERVED THE #3 ENG TGT APCHING ITS LIMITS. I RETARDED THE PWR LEVER SLIGHTLY IN AN EFFORT TO CTL THE RISING TGT. HOWEVER, ALMOST IMMEDIATELY AFTER THIS ACTION THE #3 ENG TGT REACHED ITS LIMITS AND WE RECEIVED A RED WARNING LIGHT VERIFYING THE EXCESSIVE TEMP. OUR V1 REFUSAL SPD WAS CALCULATED AT 151 KTS AND WE WERE JUST PASSING THROUGH 140 KTS. I IMMEDIATELY INITIATED AN ABORT AND ANNOUNCED LOUDLY, ABORT, ABORT, ABORT! I WAS ABLE TO DECELERATE THE ACFT WELL WITHIN THE REMAINING RWY LENGTH. HOWEVER, IN THE INTEREST OF CONSERVING THE BRAKES, I ELECTED TO ALLOW THE ACFT TO ROLL TO THE END AND EXIT THE RWY AT THAT POINT. WE THEN TAXIED CLR OF THE RWY AND STOPPED THE ACFT ON THE CONCRETE PAD. WE SHUT DOWN ENGS #1 AND #3 AND STARTED THE APU. THIS ALLOWED FOR ADEQUATE COOLING AND DID NOT REQUIRE ME TO SET THE PARKING BRAKES. AFTER EXAMINING THE BRAKE ENERGY CHART I ELECTED TO REQUEST THE FIRE DEPT AS A PRECAUTION. I DID NOT INTEND TO ATTEMPT TO TAXI THE ACFT ANY FARTHER. I EXPECTED THE FUSE PLUGS IN THE TIRES TO MELT AND DID NOT WANT THAT TO HAPPEN IN AN AWKWARD OR UNDESIRABLE LOCATION ON THE ARPT. AFTER OUR MAINT PEOPLE AND THE FIRE DEPT ARRIVED, 6 OF THE 8 TIRES DID LOSE THEIR AIR. OUR PAX WERE TRANSPORTED TO THE TERMINAL VIA 8 BUSES IN A SAFE AND ORDERLY FASHION. THE ACFT WAS SECURED AND RELEASED TO OUR MAINT PERSONNEL. MY CREW AND I THEN RETURNED TO OPS WHERE THE APPROPRIATE PAPERS WERE FILED.

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.