B-777 crew reported smoke from the cockpit air vents during the takeoff roll. The Captain rejected the takeoff; the smoke dissipated after stopping the aircraft; and taxied back to the gate after brake cooling.
Synopsis
B-777 crew reported smoke from the cockpit air vents during the takeoff roll. The Captain rejected the takeoff; the smoke dissipated after stopping the aircraft; and taxied back to the gate after brake cooling.
Narrative
Crew experienced smoke and fumes in the cockpit event above 100 knots during the takeoff roll; and rejected the takeoff. The flight departed the gate about 4 minutes early at XA:34 with 252 souls on board and about 178;000 lbs of fuel. Takeoff weight was 558;000 lbs. There were no traffic delays getting to the runway; and the flight was cleared for takeoff on runway XXL at XA:51. I was the pilot flying. All indications were normal. Weather was good visibility; with an overcast layer around 1;000. Above 100 knots I began smelling something abnormal. The relief pilot called out smoke in the cockpit" around 130 knots. The CA (Captain) glanced up to the ceiling verifying the smoke and rejected the takeoff; at about 135 knots. All rejected takeoff functions worked properly (Rejected Takeoff auto brakes; auto spoiler; reversers; etc.) and the aircraft slowed quickly. I called 80 knots and 60 knots; then informed tower of the rejected takeoff and indication of smoke. The CA applied manual brakes and slowed to a slow roll. We determined the smoke had stopped when the thrust levers were retarded; and decided to clear the runway. After clearing the runway we continued to complete the post high-speed reject tasks. We communicated with passengers; flight attendants; tower; emergency vehicles; company; and among the crew. We didn't set the parking brake and remained rolling on the adjacent taxiway until the wheels were chocked by emergency personnel. After emergency personnel cooled the brakes and it was determined it was safe to move the aircraft; the plane was towed to a hard stand and parked. No tires failed; and maximum brake temperature never got into the red (about 6.1). Maintenance came on board and passengers were deplaned. The smoke was coming primarily from the cockpit grasper vents; and most were closed except one over my head in front of the relief pilot. The relief pilot said he saw the smoke pouring out of the vent. The smoke only started sometime after takeoff thrust was applied and a higher speed was attained; and stopped when thrust was retarded to idle. After the reject; the APU was started to provide aircraft air conditioning. I opened my window. The smoke was not perceived in the cabin; except perhaps a slight odor; and it dissipated quickly. After the rejected takeoff; the smoke was not thick enough to warrant donning masks; however after deplaning I realized I had breathed enough smoke during the reject to cause burning and irritated lungs and burning eyes. Cough and lung irritation persist 5 days later.Smoke must have originated in the left engine; engine bleed; or cockpit air conditioning system.The event occurred because of mechanical failure. I was impressed with the crew's performance. I wonder if outsourcing our maintenance to low-cost foreign shops has reduced the mechanical reliability and safety standards of our airline."
Second reporter narrative
The FO (First Officer) was taking off; at around 80 knots I began to smell what I thought was jet fumes from the preceding departure. The smell began getting stronger. At about 130 knots the relief pilot called out smoke in cockpit". I glanced up and could see smoke between me and the overhead panel in a dark cockpit. The smell was quite strong now. I announced "reject"; took control of the airplane; RTO (Rejected Takeoff) and thrust reversers were used until about 80 knots. I then went to idle on the thrust reversers and went to manual braking. The smoke appeared to subside when power was reduced. We taxied off the runway very slowly; allowing the wheels to continue rotating without use of brakes. I made a PA to the passengers to remain seated while we assessed the situation. I then called the number 1 FA (Flight Attendant) and explained we had smoke in the cockpit and asked about their status in the back. We requested ARFF (Airport Rescue and Firefighting) to meet the airplane on our remote taxiway to check our brakes. The relief pilot suggested to monitor our brake temps. I then made another PA stating that due to stopping such a heavy airplane at a high speed our brakes would be very hot and we had requested safety vehicles to come inspect our brakes. I advised dispatch via ACARS that we had aborted at 135 knots due smoke in cockpit. About 5 minutes after stopping; we received a hot brakes message and completed the associated Checklist. We opened a cockpit window to allow fresh air in. ARFF arrived; chocked the wheels and requested us to shut down engines; do not apply brakes and inspected brakes with thermal imagery. They then put fans on wheels to cool them down. Brakes 1 and 7 got the hottest at 6.1. Once the brakes cooled; a tug towed us to a remote park stand and the passengers were deplaned. Maintenance came onboard and we explained that the smoke was coming from the overhead grasper and subsided when power was reduced. Then called dispatch via sat phone and explained the occurrence to them. About 30 minutes after this all happened; all flight deck members began having burning lungs and compressed chests. The FO also had a slight cough. Symptoms continued into the next day and we were advised to receive medical attention. A visit to hospital was arranged where we were informed of just inflamed lungs and then removed from our return flight home."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.