A B737 MADE 2 REJECTED TKOFS DUE TO THE L ENG GENERATOR CONSTANT SPD DRIVE WARNING AND L BUS FAILURE CAUSED BY A AILED CONSTANT SPD DRIVE.

Narrative

UPON TKOF ROLL (STL RWY 30L) AFTER 4-5 SECONDS INTO THE TKOF RUN; AN ELECTRICAL SYS AND MASTER CAUTION ANNUNCIATOR LIGHTS ILLUMINATED ON THE GLARESHIELD. FO WAS FLYING THIS LEG AT THE TIME. AS CAPT; I LOOKED UP ON THE OVERHEAD PANEL AND OBSERVED A L GENERATOR CONSTANT SPD DRIVE; LOW OIL PRESSURE LIGHT. AT THAT MOMENT I CALLED OUT 'ABORT; ABORT -- I'VE GOT THE ACFT' AND TOOK POSITIVE CTL OF THE ACFT AND INITIATED THE ABORT PROC AT 80-85 KTS. I THEN COMMANDED THE FO TO 'CONTACT THE TWR; NOTE THE AIRSPD FOR FUTURE BRAKE COOLING PURPOSES AND MAKE A PA TO REMAIN SEATED AND ASSURE THEM EVERYTHING WAS UNDER CTL.' ALL INDICATIONS AND ANNUNCIATORS APPEARED NORMAL AFTER SEVERAL ATTEMPTS. WITH COMPANY APPROVAL WE ATTEMPTED A SECOND TKOF. AGAIN; 4-5 SECONDS INTO THE TKOF ROLL; WE HAD TO ABORT FOR THE SAME REASON AND THE L GENERATOR BUS DISCONNECTED OFF LINE AS WELL. AGAIN; I PERFORMED THE ABORT MANEUVER AND GOT CLRNC TO TAXI BACK TO THE HOLDING PENALTY BOX RAMP AREA IN ORDER TO COOL THE BRAKES 30-35 MINS. ONCE AT THE GATE; THE MECH AGENT AND RAMP SUPVR GREETED THE PAX OFF THE ACFT AND WE PERFORMED MAINT TO THE L ENG CONSTANT SPD DRIVE UNIT. UPON FURTHER INSPECTION AND DIAGNOSIS; THE CONSTANT SPD DRIVE OIL RETURN LINE WAS LOOSE; CONSTANT SPD DRIVE UNIT WAS DOWN TO 1/2 QUART OF ENG OIL AND THE CHIP DETECTOR HAD METAL CHIPS ON IT. AFTER SVCING THE UNIT AND STATIC RUN-UP PERFORMED; WE FOUND ANOTHER OIL LEAK AND DECIDED TO SHUT DOWN AND DISCONNECT THE CONSTANT SPD DRIVE MANUALLY. WE FLEW BACK TO ZZZ AND FERRIED THE ACFT TO MAINT UNEVENTFULLY FOR OVERHAUL.