Narrative:

All preflight duties were completed as we prepared to operate flight. All standard briefings were done including abort duties and considerations. We departed the blocks at XA58Z in aircraft X and taxied for takeoff on runway 27L. During taxi no problems of any kind occurred. Gross weight was 579000 pounds with maximum allowable takeoff weight of 615700 pounds based on landing weight at sfo. V1 speed was 151 KTS. When we completed the final items, EICAS/recall brought up no EICAS messages. We lined up and commenced a flaps 5 degrees, reduced thrust takeoff at XB21Z. First officer XXX was at the controls, relief pilot XXXX was in the jump seat and I monitored the throttles. Acceleration was normal and at 120 KTS the takeoff warning horn sounded continuously. I initiated the abort within 1-2 seconds and rejected takeoff braking was used until about 20 KTS. The master warning lights came on and confign gear steering was displayed on EICAS. XXX notified the tower and XXX made an announcement to the passenger to remain seated. He then called the flight attendants and told them to standby while we assessed the situation. We exited the runway at block X on the high speed exit. Clear of the runway we came to a stop to assess the airplane and brakes were held with rudder pedals only. We were told by the tower that smoke was coming from the landing gear and that a flame could be seen in the brake area. We immediately requested fire equipment which arrived in a very short time. We established communications with the fire trucks on the frequency given to us by the tower and used both radios to monitor tower and fire equipment. We considered an immediate evacuate/evacuation but decided to let the fire equipment spray the landing gear and then reassess. We told the flight attendants to stand-by for possible evacuate/evacuation. The right engine was shut down, APU started and the left engine was shut down. The flames were quickly put out and all that remained was smoke and steam. There were 3 brake readings of 7.1 and others read in the 6's and high 5's. At approximately XC00Z we were towed to a holding area nearby and we requested a fire truck to remain with the aircraft. Crew and passenger exited the aircraft using stairs and were transported back to the terminal. The aircraft was chocked, we finished the parking checklist and left the brakes off. We departed lhr using a replacement aircraft. In summing up, I want to stress the main reason we did not have to do an evacuate/evacuation was because of the very quick response of the fire department and our ability to establish communications with them so quickly. The heathrow tower did an excellent job of keeping us advised from their vantage point. They also quickly told all other aircraft to stay off the frequency during the initial stage when we exited the runway. Having 3 pilots to monitor the tower, fire, and the cabin was also very important.

Related reports:

Google
 

Original NASA ASRS Text

Title: A B-777 ABORTS TKOF ROLL DUE TO A WARNING LIGHT AND TWR NOTIFIES CREW THAT THERE WAS SMOKE COMING FROM THE MAIN LNDG GEAR.

Narrative: ALL PREFLT DUTIES WERE COMPLETED AS WE PREPARED TO OPERATE FLT. ALL STANDARD BRIEFINGS WERE DONE INCLUDING ABORT DUTIES AND CONSIDERATIONS. WE DEPARTED THE BLOCKS AT XA58Z IN ACFT X AND TAXIED FOR TKOF ON RWY 27L. DURING TAXI NO PROBS OF ANY KIND OCCURRED. GROSS WT WAS 579000 LBS WITH MAX ALLOWABLE TKOF WT OF 615700 LBS BASED ON LNDG WT AT SFO. V1 SPD WAS 151 KTS. WHEN WE COMPLETED THE FINAL ITEMS, EICAS/RECALL BROUGHT UP NO EICAS MESSAGES. WE LINED UP AND COMMENCED A FLAPS 5 DEGS, REDUCED THRUST TKOF AT XB21Z. FO XXX WAS AT THE CTLS, RELIEF PLT XXXX WAS IN THE JUMP SEAT AND I MONITORED THE THROTTLES. ACCELERATION WAS NORMAL AND AT 120 KTS THE TKOF WARNING HORN SOUNDED CONTINUOUSLY. I INITIATED THE ABORT WITHIN 1-2 SECONDS AND RTO BRAKING WAS USED UNTIL ABOUT 20 KTS. THE MASTER WARNING LIGHTS CAME ON AND CONFIGN GEAR STEERING WAS DISPLAYED ON EICAS. XXX NOTIFIED THE TWR AND XXX MADE AN ANNOUNCEMENT TO THE PAX TO REMAIN SEATED. HE THEN CALLED THE FLT ATTENDANTS AND TOLD THEM TO STANDBY WHILE WE ASSESSED THE SIT. WE EXITED THE RWY AT BLOCK X ON THE HIGH SPD EXIT. CLR OF THE RWY WE CAME TO A STOP TO ASSESS THE AIRPLANE AND BRAKES WERE HELD WITH RUDDER PEDALS ONLY. WE WERE TOLD BY THE TWR THAT SMOKE WAS COMING FROM THE LNDG GEAR AND THAT A FLAME COULD BE SEEN IN THE BRAKE AREA. WE IMMEDIATELY REQUESTED FIRE EQUIP WHICH ARRIVED IN A VERY SHORT TIME. WE ESTABLISHED COMS WITH THE FIRE TRUCKS ON THE FREQ GIVEN TO US BY THE TWR AND USED BOTH RADIOS TO MONITOR TWR AND FIRE EQUIP. WE CONSIDERED AN IMMEDIATE EVAC BUT DECIDED TO LET THE FIRE EQUIP SPRAY THE LNDG GEAR AND THEN REASSESS. WE TOLD THE FLT ATTENDANTS TO STAND-BY FOR POSSIBLE EVAC. THE R ENG WAS SHUT DOWN, APU STARTED AND THE L ENG WAS SHUT DOWN. THE FLAMES WERE QUICKLY PUT OUT AND ALL THAT REMAINED WAS SMOKE AND STEAM. THERE WERE 3 BRAKE READINGS OF 7.1 AND OTHERS READ IN THE 6'S AND HIGH 5'S. AT APPROX XC00Z WE WERE TOWED TO A HOLDING AREA NEARBY AND WE REQUESTED A FIRE TRUCK TO REMAIN WITH THE ACFT. CREW AND PAX EXITED THE ACFT USING STAIRS AND WERE TRANSPORTED BACK TO THE TERMINAL. THE ACFT WAS CHOCKED, WE FINISHED THE PARKING CHKLIST AND LEFT THE BRAKES OFF. WE DEPARTED LHR USING A REPLACEMENT ACFT. IN SUMMING UP, I WANT TO STRESS THE MAIN REASON WE DID NOT HAVE TO DO AN EVAC WAS BECAUSE OF THE VERY QUICK RESPONSE OF THE FIRE DEPT AND OUR ABILITY TO ESTABLISH COMS WITH THEM SO QUICKLY. THE HEATHROW TWR DID AN EXCELLENT JOB OF KEEPING US ADVISED FROM THEIR VANTAGE POINT. THEY ALSO QUICKLY TOLD ALL OTHER ACFT TO STAY OFF THE FREQ DURING THE INITIAL STAGE WHEN WE EXITED THE RWY. HAVING 3 PLTS TO MONITOR THE TWR, FIRE, AND THE CABIN WAS ALSO VERY IMPORTANT.

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.