Narrative:

When we got to the aircraft maintenance personnel were completing a borescope of the left engine. I was briefed by maintenance that the results of the inspection were negative and we were asked to run the engine at idle for 2 mins while parked with a full pneumatic load. No discrepancies were noted by maintenance and the flight was cleared. I briefed the purser, we loaded the aircraft and waited for a new mrd (maintenance release document). I briefed the cockpit crew, all checklists were completed and we departed the gate for runway 25R. We briefed a full length takeoff with reduced power settings. It was my takeoff. Clearance for takeoff was received and the engines were run up with no discrepancies noted. Takeoff was normal for most of the takeoff roll. At a point in the takeoff prior to V1, the aircraft experienced 2 loud bangs with subsequent popping, combined with a slight left yaw. My initial look at the instruments showed airspeed of about 140 KTS and egt in the red. Looking at the amount of runway remaining and convinced that the event was engine related, I elected to abort the takeoff. The aircraft experienced minimal yawing and the aircraft remained on the centerline. First officer #1 informed the tower and asked for the fire trucks. The aircraft slowed quickly with the rejected takeoff (rejected takeoff braking) system requiring me to release rejected takeoff in order to taxi to the end of the runway. Prior to exiting the runway, I told first officer #2 to inform the flight attendants to remain in their seats over the PA. We taxied onto the parallel taxiway where we slowed to minimum taxi speed awaiting the fire trucks. Stopping the aircraft, the nosegear was chocked. I gave a PA announcement to the passenger informing them of the situation and briefed the purser in the cockpit. The hot brake irregular procedure was completed. While first officer #1 talked to tower and first officer #2 communicated with brussels operations, lhrmm, and dispatch on ACARS, I continued to update the passenger and purser. Air carrier personnel arrived at the aircraft and communication was established. The hot brakes irregular procedure requirements were completed.

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Original NASA ASRS Text

Title: A B767-300 ON TKOF ROLL PRIOR TO V1 REJECTED THE TKOF AT 140 KTS DUE TO L ENG COMPRESSOR STALL AND EGT AT RED LINE.

Narrative: WHEN WE GOT TO THE ACFT MAINT PERSONNEL WERE COMPLETING A BORESCOPE OF THE L ENG. I WAS BRIEFED BY MAINT THAT THE RESULTS OF THE INSPECTION WERE NEGATIVE AND WE WERE ASKED TO RUN THE ENG AT IDLE FOR 2 MINS WHILE PARKED WITH A FULL PNEUMATIC LOAD. NO DISCREPANCIES WERE NOTED BY MAINT AND THE FLT WAS CLRED. I BRIEFED THE PURSER, WE LOADED THE ACFT AND WAITED FOR A NEW MRD (MAINT RELEASE DOCUMENT). I BRIEFED THE COCKPIT CREW, ALL CHKLISTS WERE COMPLETED AND WE DEPARTED THE GATE FOR RWY 25R. WE BRIEFED A FULL LENGTH TKOF WITH REDUCED PWR SETTINGS. IT WAS MY TKOF. CLRNC FOR TKOF WAS RECEIVED AND THE ENGS WERE RUN UP WITH NO DISCREPANCIES NOTED. TKOF WAS NORMAL FOR MOST OF THE TKOF ROLL. AT A POINT IN THE TKOF PRIOR TO V1, THE ACFT EXPERIENCED 2 LOUD BANGS WITH SUBSEQUENT POPPING, COMBINED WITH A SLIGHT L YAW. MY INITIAL LOOK AT THE INSTS SHOWED AIRSPD OF ABOUT 140 KTS AND EGT IN THE RED. LOOKING AT THE AMOUNT OF RWY REMAINING AND CONVINCED THAT THE EVENT WAS ENG RELATED, I ELECTED TO ABORT THE TKOF. THE ACFT EXPERIENCED MINIMAL YAWING AND THE ACFT REMAINED ON THE CTRLINE. FO #1 INFORMED THE TWR AND ASKED FOR THE FIRE TRUCKS. THE ACFT SLOWED QUICKLY WITH THE RTO (REJECTED TKOF BRAKING) SYS REQUIRING ME TO RELEASE RTO IN ORDER TO TAXI TO THE END OF THE RWY. PRIOR TO EXITING THE RWY, I TOLD FO #2 TO INFORM THE FLT ATTENDANTS TO REMAIN IN THEIR SEATS OVER THE PA. WE TAXIED ONTO THE PARALLEL TXWY WHERE WE SLOWED TO MINIMUM TAXI SPD AWAITING THE FIRE TRUCKS. STOPPING THE ACFT, THE NOSEGEAR WAS CHOCKED. I GAVE A PA ANNOUNCEMENT TO THE PAX INFORMING THEM OF THE SIT AND BRIEFED THE PURSER IN THE COCKPIT. THE HOT BRAKE IRREGULAR PROC WAS COMPLETED. WHILE FO #1 TALKED TO TWR AND FO #2 COMMUNICATED WITH BRUSSELS OPS, LHRMM, AND DISPATCH ON ACARS, I CONTINUED TO UPDATE THE PAX AND PURSER. ACR PERSONNEL ARRIVED AT THE ACFT AND COM WAS ESTABLISHED. THE HOT BRAKES IRREGULAR PROC REQUIREMENTS WERE COMPLETED.

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.