Narrative:

Our B727 was scheduled to be repositioned from sat airport to okc airport. A routine postflt inspection of the aircraft was conducted. 2 non revenue employees; a mechanic and a travel service manager; were also on board. An IFR clearance to okc was accepted. Taxi clearance was received from sat tower and during taxi out the aircraft was configured for flaps 15 degrees; 125000 pound takeoff. All checklist items were completed. The tower controller issued a takeoff clearance. As the captain advanced the thrust levers; he set and called for 'flex thrust' (a reduced thrust EPR setting). The aircraft accelerated normally but shortly after achieving 80 KIAS; numerous annunciator lights illuminated on the forward instrument panel (red gear unsafe; bottle discharge; automatic brakes disarmed; reversers operating). At 90 KIAS; the captain initiated a rejected takeoff. Speed brakes deployed; reverse thrust was activated and normal wheel braking was applied. Sat tower was notified that we had aborted our takeoff. While the captain maneuvered the aircraft onto taxiway D; all of the annunciator lights spontaneously returned to normal. We discussed the possible causes of the annunciator light illuminations. The maintenance technician on board was called to the flight deck for consultation. He expressed that he had experienced a similar occurrence in the past. The annunciator light test switch was checked for abnormalities with none found. It was agreed that an engine runup would be performed in an attempt to duplicate the annunciator light illumination. All 3 engines were momentarily placed at flex EPR with no abnormal indications. The decision to continue the flight was agreed upon and a short discussion concerning whether an aircraft logbook entry or an air carrier irregularity report was required. The crew came to the consensus that the captain would submit an irregularity report to chief pilot at the conclusion of the flight. Subsequent takeoff clearance was received and a normal takeoff using the original aircraft confign was accomplished. We proceeded via our fpr; landing at okc without further incident. Supplemental information from acn 647557: no logbook entry was made; as we could not duplicate the problem and the onboard mechanic said he would just 'operations check ok' the corrective action anyway.

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Original NASA ASRS Text

Title: AT APPROX 90K ON TKOF ROLL; B727 FLT CREW RECEIVED MULTIPLE WARNING LIGHTS. REJECT TKOF AND ONBOARD MECH IS UNABLE TO DETERMINE CAUSE. FAULTS DISAPPEARED. SUBSEQUENT TKOF AND FLT TO DEST IS UNEVENTFUL.

Narrative: OUR B727 WAS SCHEDULED TO BE REPOSITIONED FROM SAT ARPT TO OKC ARPT. A ROUTINE POSTFLT INSPECTION OF THE ACFT WAS CONDUCTED. 2 NON REVENUE EMPLOYEES; A MECH AND A TRAVEL SVC MGR; WERE ALSO ON BOARD. AN IFR CLRNC TO OKC WAS ACCEPTED. TAXI CLRNC WAS RECEIVED FROM SAT TWR AND DURING TAXI OUT THE ACFT WAS CONFIGURED FOR FLAPS 15 DEGS; 125000 LB TKOF. ALL CHKLIST ITEMS WERE COMPLETED. THE TWR CTLR ISSUED A TKOF CLRNC. AS THE CAPT ADVANCED THE THRUST LEVERS; HE SET AND CALLED FOR 'FLEX THRUST' (A REDUCED THRUST EPR SETTING). THE ACFT ACCELERATED NORMALLY BUT SHORTLY AFTER ACHIEVING 80 KIAS; NUMEROUS ANNUNCIATOR LIGHTS ILLUMINATED ON THE FORWARD INST PANEL (RED GEAR UNSAFE; BOTTLE DISCHARGE; AUTO BRAKES DISARMED; REVERSERS OPERATING). AT 90 KIAS; THE CAPT INITIATED A REJECTED TKOF. SPD BRAKES DEPLOYED; REVERSE THRUST WAS ACTIVATED AND NORMAL WHEEL BRAKING WAS APPLIED. SAT TWR WAS NOTIFIED THAT WE HAD ABORTED OUR TKOF. WHILE THE CAPT MANEUVERED THE ACFT ONTO TXWY D; ALL OF THE ANNUNCIATOR LIGHTS SPONTANEOUSLY RETURNED TO NORMAL. WE DISCUSSED THE POSSIBLE CAUSES OF THE ANNUNCIATOR LIGHT ILLUMINATIONS. THE MAINT TECHNICIAN ON BOARD WAS CALLED TO THE FLT DECK FOR CONSULTATION. HE EXPRESSED THAT HE HAD EXPERIENCED A SIMILAR OCCURRENCE IN THE PAST. THE ANNUNCIATOR LIGHT TEST SWITCH WAS CHKED FOR ABNORMALITIES WITH NONE FOUND. IT WAS AGREED THAT AN ENG RUNUP WOULD BE PERFORMED IN AN ATTEMPT TO DUPLICATE THE ANNUNCIATOR LIGHT ILLUMINATION. ALL 3 ENGS WERE MOMENTARILY PLACED AT FLEX EPR WITH NO ABNORMAL INDICATIONS. THE DECISION TO CONTINUE THE FLT WAS AGREED UPON AND A SHORT DISCUSSION CONCERNING WHETHER AN ACFT LOGBOOK ENTRY OR AN ACR IRREGULARITY RPT WAS REQUIRED. THE CREW CAME TO THE CONSENSUS THAT THE CAPT WOULD SUBMIT AN IRREGULARITY RPT TO CHIEF PLT AT THE CONCLUSION OF THE FLT. SUBSEQUENT TKOF CLRNC WAS RECEIVED AND A NORMAL TKOF USING THE ORIGINAL ACFT CONFIGN WAS ACCOMPLISHED. WE PROCEEDED VIA OUR FPR; LNDG AT OKC WITHOUT FURTHER INCIDENT. SUPPLEMENTAL INFO FROM ACN 647557: NO LOGBOOK ENTRY WAS MADE; AS WE COULD NOT DUPLICATE THE PROB AND THE ONBOARD MECH SAID HE WOULD JUST 'OPS CHK OK' THE CORRECTIVE ACTION ANYWAY.

Data retrieved from NASA's ASRS site as of January 2009 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.