B737 air carrier crew reported an engine EGT exceedance during the takeoff roll resulting in a rejected takeoff. The aircraft stopped on the runway and the fire trucks sprayed water on the brakes which were smoking; then the flight was towed to the gate.
Synopsis
B737 air carrier crew reported an engine EGT exceedance during the takeoff roll resulting in a rejected takeoff. The aircraft stopped on the runway and the fire trucks sprayed water on the brakes which were smoking; then the flight was towed to the gate.
Narrative
I was the pilot flying for a ZZZ-ZZZ1 leg. It was a bleeds off takeoff for runway XXL. On takeoff roll; the Captain decided to do a high speed reject for a right engine that was exceeding the EGT limit. He took the aircraft from me and brought the aircraft to a stop on the runway centerline. I made the announcement to ATC that we were rejecting on XXL and told the passengers to 'remain seated; remain seated'. I failed to back up the captain to use the thrust reversers and I missed the 80 knot call. Tower reported some flames on the right brake initially and then said it was just smoking. Tower reported they called CFR (Crash Fire Rescue). I ran the rejected takeoff checklist in the QRC followed by the QRH. CFR applied water to the right brake assembly and reported everything else as normal. We kept operations; flight attendants; and passengers informed. We also spoke with Dispatch; Maintenance; and Chief Pilot via phone while on the runway. A collective decision was made to return the aircraft to the gate under tow. No injuries occurred as a result of the rejection. Two Maintenance ELB (Electronic Log Book) reports were placed into ACARS. One writeup was for the right engine temperature exceedance and the other for the rejected takeoff.
Second reporter narrative
Performed a high speed rejected takeoff due to a Right Engine EGT exceedance prior to V1. Aircraft was configured for a Bleeds Off takeoff with a GW of 175.2. V speeds for that weight were 158 V1; 159 VR; and 165 V2. Max takeoff weight according to the Flight Plan was 176.8. Following the '100 knots' callout I returned my glance to the engine instruments and noticed the right EGT gauge was flashing red with a very high temperature (Maintenance pulled the data post-flight and assessed the temperature to be 964 degrees for 5 seconds). Due to the circumstances; I decided to reject the takeoff (actual speed according to maintenance was 132 knots at the time of rejection). During the rejected takeoff; I communicated with the FO about what I was doing and for what reason but failed to use the standard terminology. Based on our debrief analysis; at no time did the FO not understand the reason for the rejection nor was there any question about who was flying the aircraft at the time. In performing the rejected takeoff procedure; I clicked off the auto throttles and pulled the thrust levers to idle prior to deploying the speed brake. Unfortunately; I failed to engage the thrust reversers as part of the procedure and did not realize it until we came to a complete stop. As the aircraft slowed down; I instructed the FO to make a 'Remain Seated; Remain Seated' call. This caused him to miss his '80 knots' call and may have also led to my failure to deploy the thrust reversers. Crash/Fire/Rescue assessed the situation and placed water on the right side wheel and brake assembly as tower had noticed potential fire and smoke coming from the right wheel assembly. The FO and I performed all of the appropriate checklists (Rejected Takeoff QRC and all applicable QRC and QRH items). Additionally; we kept operations; the flight attendants; and passengers informed throughout. I also spoke with Dispatch; Maintenance; and the Chief Pilot via phone while on the runway. Once the chance of a fire was mitigated; we returned the aircraft to the gate under tow and without further incident. Fortunately; and most importantly; no injuries occurred as a result of the rejection. Two Maintenance ELB (Electronic Log Book) reports were placed into ACRARS. One for the right engine temperature exceedance and the other for the rejected takeoff.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.