2022-05 · NASA ASRS report 1902202
B737 NG Flight Crew reported a high speed rejected takeoff due to a takeoff configuration warning.
During departure roll from ZZZZ on Runway XXR at approximately 130 kts. the Takeoff Configuration Warning Horn activated simultaneously with the Red Takeoff Configuration Warning Annunciator Light necessitating a High Speed Rejected Takeoff. The aircraft was stopped on centerline on the runway and per Company SOP the Rejected Takeoff Checklist was called for and completed. After coordinating with the FAs (Flight Attendants) it was determined there was no need for an evacuation and the aircraft remained on the runway just short of Taxiway Bravo with engines running holding position with no brakes applied. Due do the high energy state at the initiation of the RTO; Crash/Fire/Rescue was requested to verify the condition of the exterior of the aircraft specifically the main landing gear tires and brakes. Meanwhile the Brake Cooling Chart was referenced and it was determined the aircraft should not be moved for approximately 90 minutes.It was requested CFR use their IR Temperature device to shoot the tires/wheels and after verifying there was no damage to the aircraft and the brake temperatures were at an acceptable level we exited the runway at Taxiway Bravo (between Runways XXL/XXR) and sat there to wait the required time for the brakes to cool. The after landing flow was completed shortly after we exited the runway. The CFR truck remained in fairly close proximity (across Runway XXL) but there was also a ground operations truck nearby to assist as required. We were originally using Tower Frequency for communication with CFR but was later told to switch to XXX.X and they then had us switch to a discrete frequency. Language barrier issues were a factor throughout the entire event but with patience on both sides safety was never compromised. We sat between the runways for approximately another 1+15 minutes waiting on the brake cooling and coordinated with Company ZZZZ Operations on how to accommodate the passengers. It was determined the best course of action was to leave the passengers on the airplane and be towed to Hardstand XX where they could then be deplaned by air stairs and bussed to the terminal. Trying to be helpful several Maintenance personnel showed up at the airplane (they plugged into the ships intercom system) wanting to put fans by the main landing gear trucks to assist in cooling but for safety reasons (possible fuse plug blowing) we rejected that request and wanted everyone to remain clear of the main landing gear. While we were waiting on the brake cooling we shut both engines down and coordinated with Dispatch; Operations; the FAs; and kept the passengers informed as to what was happening.At approximately 90 minutes after the event we had CFR shoot the wheels and brakes again with their IR Temperature device to ensure the temperatures were acceptable before we moved the airplane. Once satisfied with the brake temperatures; we were towed across the runway to Hardstand XX and the passengers were deplaned. The Chief Pilot was notified; an ELB write-up was completed and Company ZZZZ Maintenance met us at the aircraft to debrief the event. Prior to exiting the aircraft we debriefed with the entire crew on what happened; what we could have done better and what we would do better next time. After being escorted back through ZZZZ Immigration we were then escorted to the ZZZZ Authorities where they made copies of our Licenses and FAA Medicals and had us fill out a form describing the event. There were no injuries to either passengers or crew and the aircraft was not damaged however brake and tire inspections will be required. Throughout this entire event the CRM was outstanding in my opinion. We talked about what we were thinking throughout each phase of the event; bounced ideas off of each other and solicited input from each other as each new problem presented its self and had to be solved. Name is an excellent FO (First Officer) and the training both of us received at the Training Center helped prepare us for thisevent.
Taking off Runway XXR in ZZZZ. I was Pilot Flying; Captain was Pilot Monitoring. We ran before takeoff checklist in its entirety and we were directed to lineup and wait XXR. Lining up on the runway; we were cleared for takeoff and the Captain handed the controls over to me. All SOPs were followed and I advanced the thrust levers for a normal takeoff. Thrust was set; 100 kts.; then at approximately 130 kts. (according to the Captain; all I know is V1 had not been called yet); the takeoff configuration warning horn started going off with associated light lighting up. The Captain said reject I have the aircraft and again; all SOPs were followed as the aircraft came to a stop and the rejected takeoff QRC was ran. Because of the high speed; we did request emergency vehicles to come out and inspect our brakes and tires. After referring to the brake cooling chart; checking with FAs (flight Attendants); and confirming with emergency vehicles; we made the decision to taxi off the runway and hold while we waited out the remainder of our brake cooling time. After 90 minutes had elapsed; we once again had emergency personnel check the brake temps with infrared temperature gun and visually inspect to make sure we had not blown any fuse plugs. When all was confirmed good; we coordinated a tug back to the handstand for passenger deplaning.
More incidents for this aircraft family
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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