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An MD11 flight crew rejected two consecutive takeoffs followed by a return to the blocks for maintenance in each instance.
| Attributes | |
| ACN | 850083 |
| Time | |
| Date | 200908 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Night |
| Aircraft 1 | |
| Make Model Name | MD-11 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Takeoff |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Spoiler System |
| Person 1 | |
| Function | Pilot Not Flying Captain |
| Experience | Flight Crew Last 90 Days 83 Flight Crew Total 21280 Flight Crew Type 357 |
| Person 2 | |
| Function | First Officer Pilot Flying |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe |
Narrative:
With the first officer the pilot flying and in the takeoff high speed regime; received a master caution warning and the speed brake handle moved. I elected to abort the takeoff and return to the gate. I had no clear warning indications for the abort. We did have the master caution light and the sound of the speed brake handle movement. It also felt out of position when I put my hand on it. No other anomalies were recorded. I thought we aborted at 100 KTS. Things happened fast and the data showed we were closer to 130 KTS but still below V1. Maintenance deferred the automatic speed brake and we re-dispatched. Second takeoff at around 60 KTS received another master caution. This time pfd (primary flight display) flap 24 indication; momentarily went to yellow boxed 30 and a second reading of 23. I have never seen a dual reading like that. We did a low speed abort and returned to the gate. Once we slowed down the indications were again all normal. On each abort runway remaining was not an issue so I did a less than maximum effort abort. Both times the onboard computers showed no faults. The flight data showed that the flap position indicator was sending multiple erroneous indications. It was indication from flaps up to near flaps 44 degrees. We are awaiting replacement position indicators and will dispatch tonight after they are installed.
Original NASA ASRS Text
Title: An MD11 flight crew rejected two consecutive takeoffs followed by a return to the blocks for maintenance in each instance.
Narrative: With the First Officer the pilot flying and in the takeoff high speed regime; received a MASTER CAUTION warning and the SPEED BRAKE handle moved. I elected to abort the takeoff and return to the gate. I had no clear warning indications for the abort. We did have the Master Caution light and the sound of the Speed Brake handle movement. It also felt out of position when I put my hand on it. No other anomalies were recorded. I thought we aborted at 100 KTS. Things happened fast and the data showed we were closer to 130 KTS but still below V1. Maintenance deferred the AUTO SPEED BRAKE and we re-dispatched. Second takeoff at around 60 KTS received another MASTER CAUTION. This time PFD (Primary Flight Display) FLAP 24 indication; momentarily went to yellow boxed 30 and a second reading of 23. I have never seen a dual reading like that. We did a low speed abort and returned to the gate. Once we slowed down the indications were again all normal. On each abort runway remaining was not an issue so I did a less than maximum effort abort. Both times the onboard computers showed no faults. The flight data showed that the flap position indicator was sending multiple erroneous indications. It was indication from flaps up to near Flaps 44 degrees. We are awaiting replacement position indicators and will dispatch tonight after they are installed.
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.