A B767 crew aborts takeoff due to a lack of N1 on the right engine.

Attributes
ACN	624714
Time
Date	200406
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : mia.airport
State Reference	FL
Altitude	agl single value : 0
Aircraft 1
Controlling Facilities	artcc : sbbs.artcc
Operator	common carrier : air carrier
Make Model Name	B767-300 and 300 ER
Operating Under FAR Part	Part 121
Flight Phase	ground : takeoff roll
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
ASRS Report	624714
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : multi engine pilot : commercial pilot : instrument
Events
Anomaly	aircraft equipment problem : critical
Independent Detector	aircraft equipment other aircraft equipment : n1 gauge other flight crewa
Resolutory Action	flight crew : rejected takeoff flight crew : took evasive action
Consequence	other
Supplementary
Problem Areas	Aircraft
Primary Problem	Aircraft

Narrative:

The right engine did not reach standard takeoff power of 107.5 N1. Maximum power available with full throttle was 102.0 N1. Aborted takeoff at 110 KTS. All was normal with the abort. I aborted at 110 KTS because it appeared to me the difference of power in the right engine was becoming greater. When we first started the takeoff, the power difference was minor. Later on in the takeoff, I pushed the right throttle to its limit. That's when I started to recognize that the power difference (maximum standard versus actual power) was becoming greater. Also, at 110 KTS. We had another 50 KTS to get to V1 of 160 KTS we had a very long runway and stopping was no problem.

Original NASA ASRS Text

Title: A B767 CREW ABORTS TKOF DUE TO A LACK OF N1 ON THE R ENG.

Narrative: THE R ENG DID NOT REACH STANDARD TKOF PWR OF 107.5 N1. MAX PWR AVAILABLE WITH FULL THROTTLE WAS 102.0 N1. ABORTED TKOF AT 110 KTS. ALL WAS NORMAL WITH THE ABORT. I ABORTED AT 110 KTS BECAUSE IT APPEARED TO ME THE DIFFERENCE OF PWR IN THE R ENG WAS BECOMING GREATER. WHEN WE FIRST STARTED THE TKOF, THE PWR DIFFERENCE WAS MINOR. LATER ON IN THE TKOF, I PUSHED THE R THROTTLE TO ITS LIMIT. THAT'S WHEN I STARTED TO RECOGNIZE THAT THE PWR DIFFERENCE (MAX STANDARD VERSUS ACTUAL PWR) WAS BECOMING GREATER. ALSO, AT 110 KTS. WE HAD ANOTHER 50 KTS TO GET TO V1 OF 160 KTS WE HAD A VERY LONG RWY AND STOPPING WAS NO PROB.

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.