Narrative:

We departed the gate in a normal manner and taxied on a single engine to runway 32L at T-10. Approaching T-10 the tower controller instructed us to cross the runway and pull into the pad as all northbound departures were stopped. We waited about 5 mins with the left engine and APU running when we were informed that northbound departures were resuming and as soon as we were ready to go; we could depart. The right engine started normally and once we had completed the checklists; we informed tower that we were ready to go. Tower cleared us into position on runway 32L at T-10; we coordination a heading due to WX and were cleared for takeoff. At the time; the wind was approximately 020 degrees at 14 KTS on a dry runway. It was the copilot's takeoff and when setting maximum power; we encountered a pressurization bump as the left engine did not follow the right. At approximately 1.80 EPR; the copilot called for the autothrottle; which did not engage. After several attempts; I ensured that takeoff power was set and then called 80K. It was when we were at about 100 KTS that I felt that the aircraft was not accelerating properly. Engine indications appeared normal and it was about that time that the copilot informed me that he had almost a full deflection of left rudder. It was at approximately 120 KTS when I initiated an abort; with about 5000 ft of runway remaining. Shortly after aborting; the copilot and I noticed 2 dogs cross in front of the aircraft from right to left and once we stopped the aircraft well within the remaining runway; the copilot notified the tower about the abort and informed them that we could have hit one of the animals. We did not declare an emergency. After assessing the situation and condition of the aircraft; we taxied off the runway onto taxiway T and stopped awaiting further instructions from the tower. At the time; there was no need for us to call crash fire rescue equipment; and we determined that we could taxi back to the gate on our own power. We waited on taxiway T for some time while the tower coordination a runway inspection and as about 15 mins passed; we noted the left brake temperature climbing to a high of 380 degrees C. As a precaution; we requested crash fire rescue equipment to come out and inspect both main gear; which they did and informed us that all appeared normal and that equipment would follow us back to the gate. Taxi back to the gate was uneventful.

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Original NASA ASRS Text

Title: MD80 FLT CREW REJECTS TKOF WHEN RIGHT ENGINE FAILS TO ACCELERATE NORMALLY.

Narrative: WE DEPARTED THE GATE IN A NORMAL MANNER AND TAXIED ON A SINGLE ENG TO RWY 32L AT T-10. APCHING T-10 THE TWR CTLR INSTRUCTED US TO CROSS THE RWY AND PULL INTO THE PAD AS ALL NBOUND DEPS WERE STOPPED. WE WAITED ABOUT 5 MINS WITH THE L ENG AND APU RUNNING WHEN WE WERE INFORMED THAT NBOUND DEPS WERE RESUMING AND AS SOON AS WE WERE READY TO GO; WE COULD DEPART. THE R ENG STARTED NORMALLY AND ONCE WE HAD COMPLETED THE CHKLISTS; WE INFORMED TWR THAT WE WERE READY TO GO. TWR CLRED US INTO POS ON RWY 32L AT T-10; WE COORD A HDG DUE TO WX AND WERE CLRED FOR TKOF. AT THE TIME; THE WIND WAS APPROX 020 DEGS AT 14 KTS ON A DRY RWY. IT WAS THE COPLT'S TKOF AND WHEN SETTING MAX POWER; WE ENCOUNTERED A PRESSURIZATION BUMP AS THE L ENG DID NOT FOLLOW THE R. AT APPROX 1.80 EPR; THE COPLT CALLED FOR THE AUTOTHROTTLE; WHICH DID NOT ENGAGE. AFTER SEVERAL ATTEMPTS; I ENSURED THAT TKOF PWR WAS SET AND THEN CALLED 80K. IT WAS WHEN WE WERE AT ABOUT 100 KTS THAT I FELT THAT THE ACFT WAS NOT ACCELERATING PROPERLY. ENG INDICATIONS APPEARED NORMAL AND IT WAS ABOUT THAT TIME THAT THE COPLT INFORMED ME THAT HE HAD ALMOST A FULL DEFLECTION OF L RUDDER. IT WAS AT APPROX 120 KTS WHEN I INITIATED AN ABORT; WITH ABOUT 5000 FT OF RWY REMAINING. SHORTLY AFTER ABORTING; THE COPLT AND I NOTICED 2 DOGS CROSS IN FRONT OF THE ACFT FROM R TO L AND ONCE WE STOPPED THE ACFT WELL WITHIN THE REMAINING RWY; THE COPLT NOTIFIED THE TWR ABOUT THE ABORT AND INFORMED THEM THAT WE COULD HAVE HIT ONE OF THE ANIMALS. WE DID NOT DECLARE AN EMER. AFTER ASSESSING THE SIT AND CONDITION OF THE ACFT; WE TAXIED OFF THE RWY ONTO TXWY T AND STOPPED AWAITING FURTHER INSTRUCTIONS FROM THE TWR. AT THE TIME; THERE WAS NO NEED FOR US TO CALL CFR; AND WE DETERMINED THAT WE COULD TAXI BACK TO THE GATE ON OUR OWN PWR. WE WAITED ON TXWY T FOR SOME TIME WHILE THE TWR COORD A RWY INSPECTION AND AS ABOUT 15 MINS PASSED; WE NOTED THE L BRAKE TEMP CLBING TO A HIGH OF 380 DEGS C. AS A PRECAUTION; WE REQUESTED CFR TO COME OUT AND INSPECT BOTH MAIN GEAR; WHICH THEY DID AND INFORMED US THAT ALL APPEARED NORMAL AND THAT EQUIP WOULD FOLLOW US BACK TO THE GATE. TAXI BACK TO THE GATE WAS UNEVENTFUL.

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.