A B737-300 FO RPTED THAT THE CAPT ABORTED THE FIRST TKOF ATTEMPT FROM SAN AFTER GENERATOR #2 TRIPPED. AFTER FOLLOWING ALL THE PROCS; A SECOND TKOF ATTEMPT WAS SUCCESSFUL; BUT GENERATOR #2 CSD FAILED DURING CLBOUT; WHICH CAUSED THE FAA TO INVESTIGATE.

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DURING OUR NIGHT TKOF ROLL FROM SAN; A GENERATOR DROPPED OFF LINE BTWN APPROX 60-70 KTS. THE CAPT REJECTED THE TKOF. I NOTIFIED THE TWR AND WE TAXIED CLR OF THE RWY. WE THEN READ THE REJECTED TKOF CHKLIST AND CALCULATED OUR BRAKE COOLING TIME OF ABOUT 15 MINS. THE #2 GENERATOR WAS FOUND TO BE THE ONE THAT DROPPED OFF LINE. THE VOLTS AND AMPS TESTED NORMAL ON THE GENERATOR AND THE GENERATOR WAS PLACED BACK ON THE BUS. EVERYTHING NOW APPEARED NORMAL. THE CAPT CALLED DISPATCH AND MAINT TO ASK ABOUT A POSSIBLE CAUSE OR ACFT HISTORY OF THIS PROB. NONE WAS REVEALED AND WE ALL AGREED TO PROCEED BACK TO THE RWY FOR DEP. THE APU WAS STARTED AS A PRECAUTION AND THE SUBSEQUENT TKOF ROLL WAS NORMAL. DURING OUR CLBOUT; THE #2 CSD LOW OIL PRESSURE LIGHT ILLUMINATED. THE #2 GENERATOR AGAIN DROPPED OFF LINE AND THE APU WAS PLACED ON THE BUS THE QRH CHKLIST WAS REFED AND FOLLOWED. THE CAPT WROTE THE PROB UP IN THE LOGBOOK AND WE CALLED MAINT ON ARR. I WAS FIRST NOTIFIED OF THE FAA'S INTEREST IN THIS EVENT YESTERDAY WHEN I RETURNED A PHONE CALL FROM AN ASSISTANT CHIEF PLT. I WAS IN EUROPE FOR A WK IN APRIL AND WAS JUST THEN RETURNING CALLS. THE FAA WAS ASKING FOR ADDITIONAL INFO CONCERNING OUR REJECTED TKOF. I WAS ASKED TO FILL OUT A RPT FOR THE REJECTED TKOF. AFTER SPEAKING WITH A UNION REPRESENTATIVE; HE SUGGESTED I SUBMIT AN ASAP BECAUSE THE TIME IS BASED ON NOTIFICATION AND NOT NECESSARILY THE EVENT OCCURRENCE. I FEEL THE EVENT WAS HANDLED PROFESSIONALLY AND THOROUGHLY BY THE CREW; DISPATCH AND MAINT CTL.