AN MD11 CAPT ABORTED HIS TKOF BECAUSE OF LOW ENG PWR. HE ALSO SUSPECTS THAT HIS WT MANIFEST MAY HAVE BEEN DELIBERATELY FAULTY.

Narrative

DURING PREFLT; THE CARGO LOAD WAS REDUCED FROM 96600 LBS TO 93363 LBS BY THE CREW FOR ANTICIPATED CONDITIONS AT THE SCHEDULED DEP TIME. UPON TAXI OUT; ATIS WAS RECHKED AT 31 DEGS C AND ALL OTHER PARAMETERS REMAINED UNCHANGED FOR ANTICIPATED TKOF ON RWY 6. TKOF THRUST FOR 620000 LBS WAS CALCULATED TO BE 1.64 EPR. ACTUAL TKOF THRUST OBTAINED WAS 1.605 EPR AT MAX PWR. THE PWR LEVERS WERE AGAINST THE BREAKER BAR. ALL ENGS INDICATED IDENTICAL PWR. A REJECTED TKOF WAS INITIATED AT 80 KTS. THE ACFT WAS DECELERATED GENTLY. THE COMPANY WAS CONTACTED BY TELEPHONE AND EVERYONE AGREED THAT THE HIGH OUTSIDE AIR TEMP APPEARED TO HAVE CAUSED THE PROB. THE CREW RECALCULATED THE TKOF FOR 35 DEGS C WITH A 5 KT HEADWIND. 11333 LBS OF CARGO WAS REMOVED. A NEW FLT PLAN WAS OBTAINED. THE TKOF WAS ACCOMPLISHED AT 34 DEGS C WITH WINDS OF 120 DEGS AT 14 KTS OR 7 KTS OF HEADWIND. ALL PARAMETERS WERE NORMAL. DURING FLT; INDIVIDUAL TOILETS BEGAN TO FAIL. WITHIN 5 HRS AFTER TKOF; ALL LAVATORIES WERE INOP. WASTE TANKS INDICATED FULL. SEWAGE BACKED UP TO THE VERY BRIM. UPON SHUTDOWN; THE #2 ACFT GENERATOR DID NOT ACCEPT THE LOAD FROM GENERATORS #1 AND #3. THE APU WOULD NOT ACCEPT A LOAD. GND PWR WAS UNRELIABLE. ACFT DOORS WERE NOT ABLE TO BE OPENED AS THE ACFT WAS ON EMER PWR ONLY FROM THE BATTERY; WITH THE #2 ENG RUNNING; APU RUNNING AND GND PWR CONNECTED. FINALLY THE ACFT ACCEPTED GND PWR LONG ENOUGH TO ALLOW FOR THE PAX DOORS TO BE OPENED ELECTRICALLY. BOTH ELECTRICAL CTLRS AND MANUAL BACK UP WERE EMPLOYED BUT TO NO AVAIL. MULTIPLE ELECTRICAL PROBS WERE NOTED. THE TOTAL NUMBER OF WRITE- UPS FOR THIS LEG WAS TWELVE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR DESCRIBED THE ENG LOW PWR SIT AS A 'NON EVENT.' HE IS CONVINCED THAT THE PROB WAS CAUSED BY AN ATIS THAT WAS NOT UPDATED. THE TKOF PERFORMANCE WAS CALCULATED ON 31 DEGS C WHILE THE ACTUAL TEMP WAS 35 DEGS C. THE RPTR HAS NOT DOCUMENTED ANY FAULTY LOAD MANIFESTS; BUT HAS HAD MANY TRIPS WITH MUCH HIGHER THAN PREDICTED FUEL BURN AND LONGER TKOF ROLL. THE RPTR DOES NOT KNOW EXACTLY WHY HIS ACR WOULD NOT GIVE HIM AN INCIDENT RPT FORM. THE TOTAL AIR TEMP GAUGE ON THE MD11; AS ON MOST ACFT; CANNOT BE USED ON THE GND BECAUSE IT IS NOT SHADED AND CAN GIVE ERRONEOUSLY HIGH READINGS. IT NEEDS MOVING AIR TO GIVE A PROPER READING. THE RPTR WONDERS HOW THE CARGO WT DECREASED IF THE CARGO DOOR WASN'T OPENED.