B767 flight crew reported a high speed rejected take off after the right engine rolled back resulting in increased brake temperatures on the taxi back to the ramp.
Synopsis
B767 flight crew reported a high speed rejected take off after the right engine rolled back resulting in increased brake temperatures on the taxi back to the ramp.
Narrative
Our trip was originally scheduled as a commercial flight to ZZZZ with a 24 hour layover then operate back to ZZZ. We were rescheduled to DH (Dead Head) on Aircraft Y and immediately operate back as Aircraft X with no layover. This was my first trip back after vacation and my FO (First Officer) flew week prior. The arrival into ZZZZ had thunderstorms with low ceiling. Inbound crew broke out on arrival at 500 ft. with marginal VFR conditions at field. We took over aircraft as inbound crew went to hotel. We both did preflight duties and took our time. The CREW SAFETY briefing was very thorough. We discussed threats in detail. Fatigue; night ops in ZZZZ versus daytime; weather; terrain; communication; complex engine out procedures and my lack of recent flying. Then reviewed ZZZZ [information]. The performance verification was not rushed and all checklist completed 15 minutes prior to scheduled departure. Engine start; push back; taxi out were all normal. I was Pilot Flying and we were cleared for departure on Runway XX (Winds were 090/3; temp 14C; altimeter 1029 hPa; dry runway. Aircraft TOGW 345;700; thrust D TO 29; V1 154; VR 156; V2 160; N1 107.1). Thrust was set initially to 70% N1. Engines spooled up normally. Thrust mode was selected and engine accelerated normally. 80 knots was called out by PM (Pilot Monitoring) and verified and checked. I noticed I was drifting slightly right of centerline. I added left rudder to correct. The acceleration did not seem normal at this time (approximately passing 100 knots). This perception was based on past heavy weight; high altitude takeoffs. I glanced at EICAS (Engine Indicating and Crew Alerting System) and engine instrument gauges and noticed N1 for right engine was rolling back and left was still at 107. I made decision to reject at approximately 118 knots. RTO (Rejected Takeoff) engaged as advertised and rapidly stopped the aircraft. We cleared runway and let tower know our intention to return to parking. During taxi back we discussed brake temperatures; FO asked ATC to have ARFF (Airport Rescue and Firefighting) called. FO called Dispatch which confirmed Block Turn Back. When in parking; asked mechanic to only chock nose wheel and stay away from main gear. No parking brake. Accomplished shutdown and secure checklist. Mechanic confirmed brakes were heated which agreed with our brake temp light on and BTMS (Brake Temperature Monitoring System) numbers increasing to 8s and 9s. We reviewed rejected takeoff procedure in AOM especially notes. We then (per AOM) reviewed Chapter 5 cooling chart for 767. Coordination between cockpit; mechanic and ARFF was good (Four tire fuse plugs melted and tires deflated). ARFF departed after no signs of further hazard.
Second reporter narrative
The duty period started with a DH (Dead Head) from ZZZ - ZZZZ on a 767 (with no Pilot Reference Manual); following an approximate 90 minutes ground time we pushed back without any complications. Fatigue was a factor; we addressed it; briefed it and mitigated it to the max extent possible. Weather was MVFR with light winds from the east; ceiling approximately 1;000 scattered and the runway was dry. All preflight; engine start; taxi procedures and checklists were conducted in a normal manner. During the initial takeoff the power was set and stabilized accurately at 107.1 N1 with all associated indications commensurate with the required thrust setting. The acceleration and indications to 80 kts. was also normal. Between 80 kts. and 118 kts. the aircraft was slow to accelerate generating a concern to both crew members. This delayed acceleration is difficult to document as the airplane was still accelerating and there was only a minor directional control change. The right engine N1 indicated approximately 72.5 (decreased from 107.1) and the Captain called for the reject. The reject occurred without any complications and due to the TOGW of 345.7 and [high airport elevation] we had high brake temps. The aircraft taxied back to parking and requested ARFF (Airport Rescue and Firefighting) to inspect our brakes. The ground crew chocked the nosewheel and brake temps of 8 and 9 as well as the BRAKE TEMP light were displayed. The area in which we parked was vacant and both the mechanics and the crew instructed personnel to stay clear of the main gear. ARFF assessed the situation to be stable and vacated the area.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.