Narrative:

Upon arrival at the aircraft it was noted that the APU pneumatic system was deferred. The moderate rain activity created an extreme heat and humid environment in the cockpit. We were only provided an air cart within 20 minutes prior to start time. External air and cross bleed start were normal. Taxi was normal; all systems operating. We were cleared for takeoff and just after the first officer's 80 KTS call; I saw that the left ADI screen went blank. I elected to reject the takeoff; retarded the thrust levers; noted the speed brakes extended; and autobrakes engaged in rejected takeoff. Shortly after autobrake engagement; I went to manual brakes at approximately 90 KTS to alleviate the maximum braking effect since we had excessive runway ahead of us. The first officer noted that we we're at about 110 maximum airspeed during the reject. We exited the runway at taxiway 'east'; notified ATC we were going to stop the aircraft once we were clear of the runway and consulted the brake cooling charts. During this time we noted that the left thrust reverser was in the unlocked position and would not stow. Brake cooling chart indicated that we had 30 minutes cooling time and were well outside of the thermal melt point. [We] continued to taxi to the parking bay while shutting down the left engine to prevent FOD damage. No further events occurred to parking. Maximum brake temperature indicated was 5 on the rear right gear trucks. Cooling occurred fairly quickly. Maintenance noted that there was no damage around the main gear from the rejected takeoff. Official weather observed was different to the actual conditions at the airport with moderate rain and lightning strikes occurring frequently. Leaving the aircraft heat soaked with excessive humidity levels might have had an effect on the avionics problem. Air conditioning should be on during down times to help alleviate moisture build up throughout the cabin of the aircraft.

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Original NASA ASRS Text

Title: A B767 Captain rejected the takeoff and taxied to the ramp after the left ADI went blank. The aircraft had no APU and had been parked in wet humid conditions prior to engine start when ground air was connected.

Narrative: Upon arrival at the aircraft it was noted that the APU pneumatic system was deferred. The moderate rain activity created an extreme heat and humid environment in the cockpit. We were only provided an air cart within 20 minutes prior to start time. External air and cross bleed start were normal. Taxi was normal; all systems operating. We were cleared for takeoff and just after the First Officer's 80 KTS call; I saw that the left ADI screen went blank. I elected to reject the takeoff; retarded the thrust levers; noted the speed brakes extended; and autobrakes engaged in rejected takeoff. Shortly after autobrake engagement; I went to manual brakes at approximately 90 KTS to alleviate the maximum braking effect since we had excessive runway ahead of us. The First Officer noted that we we're at about 110 maximum airspeed during the reject. We exited the runway at Taxiway 'E'; notified ATC we were going to stop the aircraft once we were clear of the runway and consulted the brake cooling charts. During this time we noted that the Left Thrust Reverser was in the unlocked position and would not stow. Brake cooling chart indicated that we had 30 minutes cooling time and were well outside of the thermal melt point. [We] continued to taxi to the parking bay while shutting down the left engine to prevent FOD damage. No further events occurred to parking. Maximum brake temperature indicated was 5 on the rear right gear trucks. Cooling occurred fairly quickly. Maintenance noted that there was no damage around the main gear from the rejected takeoff. Official weather observed was different to the actual conditions at the airport with moderate rain and lightning strikes occurring frequently. Leaving the aircraft heat soaked with excessive humidity levels might have had an effect on the avionics problem. Air conditioning should be on during down times to help alleviate moisture build up throughout the cabin of the aircraft.

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.