Narrative:

Engine start and taxi out to runway were uneventful. The first officer was performing the takeoff; and shortly after takeoff power was applied I noticed an amber EICAS message on the upper CRT indicating a loss of the left generator. The airspeed was accelerating through 65 KTS when the abort decision and maneuver began. The first officer handled all of the tower and passenger communications per SOP. We used minimal braking during the abort; and only idle reverse thrust. We turned off the runway and were told by ATC to make a right turn on the parallel taxiway. After exiting the runway we brought the airplane to a stop and initially I held the brakes while we set up for communications with dispatch; maintenance and the tower controllers. I decided to start the APU and elected to shut down the left engine. I had the first officer reference the limit section and review the brake cooling section; and with an abort at 65 KTS; and brake temperatures showing only 1's; I set the parking brake while I communicated with dispatch and maintenance. With their concurrence we agreed it was safe to taxi to the ramp where maintenance could take care of the failed generator. The QRH did have a checklist for the failed generator; but since we had already shut the engine down; I wasn't sure if it was still appropriate to follow the checklist; which included performing a CSD disconnect. Per maintenance's instruction; we did complete the checklist and did disconnect the CSD before taxing back to the gate. Taxi back to the gate was performed with a single engine taxi. The inoperative left generator was deferred and we departed.

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Original NASA ASRS Text

Title: A B777's EICAS altered left generator failure during takeoff. The rejected takeoff was begun at about 65 KTS. The aircraft was taxied to the gate for maintenance before the next departure.

Narrative: Engine start and taxi out to runway were uneventful. The First Officer was performing the takeoff; and shortly after takeoff power was applied I noticed an amber EICAS message on the upper CRT indicating a loss of the left generator. The airspeed was accelerating through 65 KTS when the abort decision and maneuver began. The First Officer handled all of the tower and passenger communications per SOP. We used minimal braking during the abort; and only idle reverse thrust. We turned off the Runway and were told by ATC to make a right turn on the parallel taxiway. After exiting the runway we brought the airplane to a stop and initially I held the brakes while we set up for communications with Dispatch; Maintenance and the tower controllers. I decided to start the APU and elected to shut down the left engine. I had the First Officer reference the limit section and review the brake cooling section; and with an abort at 65 KTS; and brake temperatures showing only 1's; I set the parking brake while I communicated with Dispatch and Maintenance. With their concurrence we agreed it was safe to taxi to the ramp where Maintenance could take care of the failed generator. The QRH did have a checklist for the failed generator; but since we had already shut the engine down; I wasn't sure if it was still appropriate to follow the checklist; which included performing a CSD disconnect. Per Maintenance's instruction; we did complete the checklist and did disconnect the CSD before taxing back to the gate. Taxi back to the gate was performed with a single engine taxi. The inoperative left generator was deferred and we departed.

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.