A B737-200 REJECTED TKOF AT 110 KTS DUE TO AIRSPD STAGNATION.

Narrative

AFTER COMPLETING ALL CHKLISTS AND PERFORMANCE DATA FOR RWY 31C AT MDW WE WERE CLRED FOR TKOF; BRAKES WERE HELD AT END OF RWY AND ENGS WERE STABILIZED AT 1.4 EPR; BRAKES WERE RELEASED SIMULTANEOUSLY SETTING TKOF THRUST. AT 80 KTS ENGS WERE CHKED WITH ALL NORMAL INDICATIONS AT 100 KTS AIRSPD INDICATORS WERE XCHKED. AT 110 KTS AIRSPD STAGNATED; ALL ENG INDICATIONS CHKED NORMAL. V1 SPD WAS NOT ACHIEVED. I CALLED AIRSPD STAGNATION AND REJECT TKOF. I PERFORMED ALL ITEMS FOR REJECTING THE TKOF WHILE APPLYING MAX BRAKING. THE ACFT REMAINED IN POSITIVE CTL THROUGHOUT THE REJECTED TKOF. THE ACFT WAS SLOWED TO BELOW NORMAL TAXI SPD BY THE END OF THE RWY. THE REMAIN SEATED COMMAND WAS GIVEN TO THE FLT ATTENDANTS AND THE PAX AND WE TAXIED CLR OF THE ACTIVE RWY. WE REVIEWED THE REJECTED TKOF CHKLIST AND REVIEWED THE BRAKE COOLING CHART; DETERMINED HOW LONG WE HAD TO WAIT BEFORE TAXI WAS ALLOWED. WE WERE INFORMED WE HAD BLOWN THE R INSIDE MAIN TIRE. AFTER BRAKE COOLING TIMES HAD ELAPSED; WE COORDINATED WITH GND CTL; ARPT OPS AND COMPANY OPS TO UNLOAD AND BUS THE PAX BACK TO THE GATE. WE COORDINATED WITH CONTRACT MAINT TO CHANGE THE BLOWN TIRE ON THE TXWY WHERE WE WERE STOPPED. WE DID NOT TAXI UNTIL THE MAINT WAS COMPLETE AND AN INSPECTION BY MAINT OF THE ACFT TO DETERMINE IT WAS SAFE TO TAXI TO A GATE AREA. IN CONCLUSION: WT AND BAL COMPUTATIONS CORRECT; FUEL LOAD WAS CORRECT; PERFORMANCE COMPUTATIONS FOR RWY AT CURRENT CONDITIONS WERE CORRECT; ACFT CONFIGNS OF FLAPS; BLEEDS; EPR SETTINGS; TARGET N1 AND AIRSPDS WERE PROPERLY SET AND CORRECT. THE CAUSE OF STAGNATED AIRSPD IS UNKNOWN.