Narrative:

During takeoff roll prior to V1; but in the high speed regime; I noticed that it required an increasing amount of right rudder to keep the airplane going straight on the runway. The wind had been reported as calm and no aircraft had preceded our takeoff that would affect aircraft control. The thrust loss was smooth; but rapid requiring an increasing amount of right rudder to maintain centerline.based on the thrust loss on the left engine and that I had not heard the pilot-not-flying announce V1; I retarded the throttles to idle. While retarding the throttles I heard the pilot not flying announce V1; rejected takeoff engaged; and the aircraft decelerated. The pilot not flying recognized the abort; called ATC; and requested that they roll the emergency vehicles. I used idle reverse thrust during the deceleration and the aircraft slowed to taxi speed with more than adequate runway remaining.as the aircraft slowed; I asked the pilot not flying to tell the flight attendants to remain seated; which he did. We exited the runway onto the parallel; taxiing slowly forward in preparation for the possibility of an evacuation. ATC provided us with a discreet frequency to talk to the emergency crew chief and ground control. Upon assessment of the condition of the aircraft provided by the emergency rescue chief (he had initially notified us of smoke coming from the left main truck but said it was dissipating) and assistance from the company; we taxied the aircraft very slowly to the gate. During this time we communicated with the flight attendants on the interphone and made a general reinforcing PA to the passengers to remain seated and to await further instructions from the flight attendants.at the gate we accomplished the shutdown checklist; arranged with ramp to get the aircraft chocked; debriefed with maintenance; the emergency rescue chief; assistant chief pilot; inflight supervisor; and flight attendants. We used flight manual SOP and the fom for guidance; and it is my opinion that crew coordination both in the cockpit and cabin was excellent.

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Original NASA ASRS Text

Title: The Captain of a B757-200 rejected the takeoff near V1 when he detected a thrust loss from the left engine.

Narrative: During takeoff roll prior to V1; but in the high speed regime; I noticed that it required an increasing amount of right rudder to keep the airplane going straight on the runway. The wind had been reported as calm and no aircraft had preceded our takeoff that would affect aircraft control. The thrust loss was smooth; but rapid requiring an increasing amount of right rudder to maintain centerline.Based on the thrust loss on the left engine and that I had not heard the pilot-not-flying announce V1; I retarded the throttles to idle. While retarding the throttles I heard the pilot not flying announce V1; RTO engaged; and the aircraft decelerated. The pilot not flying recognized the abort; called ATC; and requested that they roll the emergency vehicles. I used idle reverse thrust during the deceleration and the aircraft slowed to taxi speed with more than adequate runway remaining.As the aircraft slowed; I asked the pilot not flying to tell the flight attendants to remain seated; which he did. We exited the runway onto the parallel; taxiing slowly forward in preparation for the possibility of an evacuation. ATC provided us with a discreet frequency to talk to the Emergency Crew Chief and Ground Control. Upon assessment of the condition of the aircraft provided by the Emergency Rescue Chief (he had initially notified us of smoke coming from the left main truck but said it was dissipating) and assistance from the company; we taxied the aircraft very slowly to the gate. During this time we communicated with the flight attendants on the interphone and made a general reinforcing PA to the passengers to remain seated and to await further instructions from the flight attendants.At the gate we accomplished the shutdown checklist; arranged with Ramp to get the aircraft chocked; debriefed with Maintenance; the Emergency Rescue Chief; Assistant Chief Pilot; Inflight Supervisor; and Flight Attendants. We used flight manual SOP and the FOM for guidance; and it is my opinion that crew coordination both in the cockpit and cabin was excellent.

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.