Narrative:

The event was a high speed rejected takeoff. Takeoff conditions were clear skies; temperature of 84 degrees; and wind 140 degrees at 5-10 KTS. I was the pilot monitoring. During the takeoff roll; shortly after I stated; '87 KTS; throttle hold; engine instruments checked;' the aircraft made an abrupt yaw to the left. I looked up to check the aircraft's track down the runway and in the transition from the engine instruments to outside references; the first officer stated 'engine fail.' I took control; rejected the takeoff at about 95 KTS. After stopping the aircraft and examining the engine instrument; it was apparent that we did not have an engine failure. The 'engine failure' call was based on the yaw and a need for an unusual amount of counteracting rudder. The rejected takeoff was based on the engine failure call. Supplemental information from acn 801562: the captain instructed me to check the operations manual for the applicable brake cooling schedule while he made a PA to the cabin. The captain had determined that the rejected takeoff was initiated at approximately 95 KTS. Later the fdr showed 103 KTS. The captain consulted the company's fom and complied with the rejected takeoff operational policy by first contacting the operation's center duty pilot. We discussed the possible causes of the abnormal yaw and concluded we had experienced a large rogue wind gust and with no apparent indications of a mechanical failure; the captain determined it was safe to continue. Approximately 45 mins after the rejected takeoff; and with approval from the flight operations general manager; we continued the operation to destination. The air crew complied with the company's rejected takeoff policy and deemed it safe to continue.

Related reports:

Google
 

Original NASA ASRS Text

Title: ABRUPT AND UNEXPLAINED YAW APPROACHING 100K ON THE TAKE OFF ROLL RESULTS IN HIGH SPEED REJECTED TAKE OFF FOR B737-800 FLIGHT CREW.

Narrative: THE EVENT WAS A HIGH SPD REJECTED TKOF. TKOF CONDITIONS WERE CLR SKIES; TEMP OF 84 DEGS; AND WIND 140 DEGS AT 5-10 KTS. I WAS THE PLT MONITORING. DURING THE TKOF ROLL; SHORTLY AFTER I STATED; '87 KTS; THROTTLE HOLD; ENG INSTS CHKED;' THE ACFT MADE AN ABRUPT YAW TO THE L. I LOOKED UP TO CHK THE ACFT'S TRACK DOWN THE RWY AND IN THE TRANSITION FROM THE ENG INSTS TO OUTSIDE REFS; THE FO STATED 'ENG FAIL.' I TOOK CTL; REJECTED THE TKOF AT ABOUT 95 KTS. AFTER STOPPING THE ACFT AND EXAMINING THE ENG INST; IT WAS APPARENT THAT WE DID NOT HAVE AN ENG FAILURE. THE 'ENG FAILURE' CALL WAS BASED ON THE YAW AND A NEED FOR AN UNUSUAL AMOUNT OF COUNTERACTING RUDDER. THE REJECTED TKOF WAS BASED ON THE ENG FAILURE CALL. SUPPLEMENTAL INFO FROM ACN 801562: THE CAPT INSTRUCTED ME TO CHK THE OPS MANUAL FOR THE APPLICABLE BRAKE COOLING SCHEDULE WHILE HE MADE A PA TO THE CABIN. THE CAPT HAD DETERMINED THAT THE RTO WAS INITIATED AT APPROX 95 KTS. LATER THE FDR SHOWED 103 KTS. THE CAPT CONSULTED THE COMPANY'S FOM AND COMPLIED WITH THE RTO OPERATIONAL POLICY BY FIRST CONTACTING THE OP'S CTR DUTY PLT. WE DISCUSSED THE POSSIBLE CAUSES OF THE ABNORMAL YAW AND CONCLUDED WE HAD EXPERIENCED A LARGE ROGUE WIND GUST AND WITH NO APPARENT INDICATIONS OF A MECHANICAL FAILURE; THE CAPT DETERMINED IT WAS SAFE TO CONTINUE. APPROX 45 MINS AFTER THE RTO; AND WITH APPROVAL FROM THE FLT OPS GENERAL MGR; WE CONTINUED THE OP TO DEST. THE AIR CREW COMPLIED WITH THE COMPANY'S RTO POLICY AND DEEMED IT SAFE TO CONTINUE.

Data retrieved from NASA's ASRS site as of May 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.