Narrative:

After completing all checklists and performance data for runway 31C at mdw we were cleared for takeoff, brakes were held at end of runway and engines were stabilized at 1.4 EPR, brakes were released simultaneously setting takeoff thrust. At 80 KTS engines were checked with all normal indications at 100 KTS airspeed indicators were crosschecked. At 110 KTS airspeed stagnated, all engine indications checked normal. V1 speed was not achieved. I called airspeed stagnation and reject takeoff. I performed all items for rejecting the takeoff while applying maximum braking. The aircraft remained in positive control throughout the rejected takeoff. The aircraft was slowed to below normal taxi speed by the end of the runway. The remain seated command was given to the flight attendants and the passenger and we taxied clear of the active runway. We reviewed the rejected takeoff checklist and reviewed the brake cooling chart, determined how long we had to wait before taxi was allowed. We were informed we had blown the right inside main tire. After brake cooling times had elapsed, we coordinated with ground control, airport operations and company operations to unload and bus the passenger back to the gate. We coordinated with contract maintenance to change the blown tire on the taxiway where we were stopped. We did not taxi until the maintenance was complete and an inspection by maintenance of the aircraft to determine it was safe to taxi to a gate area. In conclusion: weight and balance computations correct, fuel load was correct, performance computations for runway at current conditions were correct, aircraft configns of flaps, bleeds, EPR settings, target N1 and airspds were properly set and correct. The cause of stagnated airspeed is unknown.

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Original NASA ASRS Text

Title: A B737-200 REJECTED TKOF AT 110 KTS DUE TO AIRSPD STAGNATION.

Narrative: AFTER COMPLETING ALL CHKLISTS AND PERFORMANCE DATA FOR RWY 31C AT MDW WE WERE CLRED FOR TKOF, BRAKES WERE HELD AT END OF RWY AND ENGS WERE STABILIZED AT 1.4 EPR, BRAKES WERE RELEASED SIMULTANEOUSLY SETTING TKOF THRUST. AT 80 KTS ENGS WERE CHKED WITH ALL NORMAL INDICATIONS AT 100 KTS AIRSPD INDICATORS WERE XCHKED. AT 110 KTS AIRSPD STAGNATED, ALL ENG INDICATIONS CHKED NORMAL. V1 SPD WAS NOT ACHIEVED. I CALLED AIRSPD STAGNATION AND REJECT TKOF. I PERFORMED ALL ITEMS FOR REJECTING THE TKOF WHILE APPLYING MAX BRAKING. THE ACFT REMAINED IN POSITIVE CTL THROUGHOUT THE REJECTED TKOF. THE ACFT WAS SLOWED TO BELOW NORMAL TAXI SPD BY THE END OF THE RWY. THE REMAIN SEATED COMMAND WAS GIVEN TO THE FLT ATTENDANTS AND THE PAX AND WE TAXIED CLR OF THE ACTIVE RWY. WE REVIEWED THE REJECTED TKOF CHKLIST AND REVIEWED THE BRAKE COOLING CHART, DETERMINED HOW LONG WE HAD TO WAIT BEFORE TAXI WAS ALLOWED. WE WERE INFORMED WE HAD BLOWN THE R INSIDE MAIN TIRE. AFTER BRAKE COOLING TIMES HAD ELAPSED, WE COORDINATED WITH GND CTL, ARPT OPS AND COMPANY OPS TO UNLOAD AND BUS THE PAX BACK TO THE GATE. WE COORDINATED WITH CONTRACT MAINT TO CHANGE THE BLOWN TIRE ON THE TXWY WHERE WE WERE STOPPED. WE DID NOT TAXI UNTIL THE MAINT WAS COMPLETE AND AN INSPECTION BY MAINT OF THE ACFT TO DETERMINE IT WAS SAFE TO TAXI TO A GATE AREA. IN CONCLUSION: WT AND BAL COMPUTATIONS CORRECT, FUEL LOAD WAS CORRECT, PERFORMANCE COMPUTATIONS FOR RWY AT CURRENT CONDITIONS WERE CORRECT, ACFT CONFIGNS OF FLAPS, BLEEDS, EPR SETTINGS, TARGET N1 AND AIRSPDS WERE PROPERLY SET AND CORRECT. THE CAUSE OF STAGNATED AIRSPD IS UNKNOWN.

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.