Narrative:

Aircraft was dispatched with the APU inop. Due to high ambient and cabin temperatures the captain elected to start both engines to maximize air conditioning for passenger comfort. (Cabin temperatures during pushback were near 87 degrees.) additionally the captain taxied with trust levers in the 75% N2 range (above idle power) to provide sufficient airflow for optimum pack operation. This higher thrust setting during taxi necessitated a greater than normal use of wheel brakes during the fifteen minute taxi to the runway.during initiation of the takeoff roll (as EPR was selected) the brake temp light illuminated. The takeoff was discontinued and the aircraft was taxied clear of the runway. Left main brake indications were in the 2 or 3 range with one indicator reaching a 6 level. Within minutes the brake temp light went out and all brake temperatures returned to a normal range over the next several minutes. The captain contacted the dispatcher and asked for the maintenance coordinator. During consultation with the maintenance coordinator and dispatcher; the captain indicated his belief that the unusual brake temps were most likely caused by unusual brake usage during taxi at a high altitude airport with high outside temperatures. When asked by the maintenance coordinator if the discontinued takeoff was indeed a 'rejected takeoff' the captain indicated that he had barely begun to roll when the light illuminated and that it was not a 'rejected takeoff'. Based on information provided by the captain the maintenance coordinator and dispatcher concurred with the captain that a gate return was not warranted; and as brake temperatures were back in a normal range aircraft could continue. During the thirty minutes or so that discussions; consultation of manuals; and checklists took to complete all brake temperatures returned to a normal range. A takeoff was accomplished. At approximately 100 KTS an EICAS 'antiskid' message annunciated. Takeoff was completed and maintenance was advised of the EICAS 'antiskid' message and subsequent status messages for 'norm antiskid' and 'alt antiskid'. All normal and abnormal procedures were accomplished concerning the 'antiskid EICAS' message. About one hour into the flight all EICAS and status messages went out. An uneventful approach and landing were accomplished with QRH precautions noted and flight manager consulted. Upon arrival at the gate the #5 tire was found to be deflated. All brake temps at the gate were in the normal range.

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Original NASA ASRS Text

Title: B757 flight crew experienced brake temperature high light at the initiation of the takeoff roll and discontinued takeoff. Brake temperatures to rose while taxiing with above idle thrust for cabin cooling. Subsequent takeoff results in EICAS 'antiskid' message; which disappeared enroute. After gate arrival the #5 tire is found to be flat with the fuse plug intact.

Narrative: Aircraft was dispatched with the APU inop. Due to high ambient and cabin temperatures the captain elected to start both engines to maximize air conditioning for passenger comfort. (Cabin temperatures during pushback were near 87 degrees.) Additionally the captain taxied with trust levers in the 75% N2 range (above idle power) to provide sufficient airflow for optimum pack operation. This higher thrust setting during taxi necessitated a greater than normal use of wheel brakes during the fifteen minute taxi to the runway.During initiation of the takeoff roll (as EPR was selected) the brake temp light illuminated. The takeoff was discontinued and the aircraft was taxied clear of the runway. Left main brake indications were in the 2 or 3 range with one indicator reaching a 6 level. Within minutes the brake temp light went out and all brake temperatures returned to a normal range over the next several minutes. The Captain contacted the Dispatcher and asked for the Maintenance Coordinator. During consultation with the Maintenance Coordinator and Dispatcher; the Captain indicated his belief that the unusual brake temps were most likely caused by unusual brake usage during taxi at a high altitude airport with high outside temperatures. When asked by the Maintenance Coordinator if the discontinued takeoff was indeed a 'rejected takeoff' the Captain indicated that he had barely begun to roll when the light illuminated and that it was not a 'rejected takeoff'. Based on information provided by the Captain the Maintenance Coordinator and Dispatcher concurred with the Captain that a gate return was not warranted; and as brake temperatures were back in a normal range aircraft could continue. During the thirty minutes or so that discussions; consultation of manuals; and checklists took to complete all brake temperatures returned to a normal range. A takeoff was accomplished. At approximately 100 KTS an EICAS 'antiskid' message annunciated. Takeoff was completed and maintenance was advised of the EICAS 'antiskid' message and subsequent status messages for 'norm antiskid' and 'alt antiskid'. All normal and abnormal procedures were accomplished concerning the 'antiskid EICAS' message. About one hour into the flight all EICAS and status messages went out. An uneventful approach and landing were accomplished with QRH precautions noted and flight manager consulted. Upon arrival at the gate the #5 tire was found to be deflated. All brake temps at the gate were in the normal range.

Data retrieved from NASA's ASRS site as of April 2012 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.