AFTER LOSING THE FO'S AIRSPD INDICATOR; THE PIC OF AN MD88 PERFORMS A HIGH SPD ABORT NEAR 140 KTS AT VPS.

Narrative

ON TKOF FROM VPS; THE FO AND PLT AT THE CTLS ANNOUNCED THAT HE HAD AN AIRSPD FLAG IN HIS AIRSPD INDICATOR. I GLANCED AT HIS INDICATOR AND VERIFIED THE AIRSPD FLAG IN VIEW AND HIS AIRSPD INDICATOR NEEDLE APPEARED TO BE FROZEN AT 100 KIAS. THE CAPT'S AIRSPD INDICATOR APPEARED NORMAL WITH AIRSPD ACCELERATING THROUGH 120 KIAS. IN AN EFFORT TO AVOID A HIGH SPD ABORT; I CONSIDERED TAKING CTL OF THE AIRPLANE AND EXECUTING THE TKOF. I DETERMINED THAT A CHANGE OF CTLS WOULD NOT BE THE SAFE CHOICE TO MAKE. ADDITIONALLY; I WASN'T SURE OF THE CAUSE OF THE FAILURE OF THE FO'S INDICATOR AND WHETHER OR NOT THE CAPT'S INDICATOR MIGHT BE AFFECTED. AS THE AIRSPD APCHED V1 WITH THE ACFT NEARING MID FIELD; I CALLED FOR THE ABORT AND TOOK CTL OF THE ACFT. A READING OF THE DIGITAL FDR LATER INDICATED THAT THE ABORT WAS INITIATED AT 141 KIAS. OUR COMPUTED V1 WAS 136 KIAS. ADDITIONALLY IT HAS BEEN BROUGHT TO MY ATTN BY THE FO THAT HE BELIEVES NOW THAT WE MAY HAVE USED THE INCORRECT V1 SPD FROM THE WT AND DATA FORM. HE BELIEVES THE CORRECT V1 SPD SHOULD HAVE BEEN 133 KIAS. SUPPLEMENTAL INFO FROM ACN 636485: DURING TKOF AT APPROX 80 KTS; FO NOTICED MOMENTARY AIRSPD INDICATOR FLAG. AT APPROX 100 KTS AIRSPD; FLAG RETURNED AND AIRSPD INDICATOR FROZE. FO NEVER HEARD A V1 CALL AND DID NOT HAVE AN AIRSPD INDICATOR. FO SUPPORTED CAPT CONFIRMING REVERSERS AND SPOILERS. MADE PAX PA AND CALLED TWR TO ROLL FIRE TRUCKS. JUMPSEATER PLT NOTED HE SAW MAX SPD DURING SEQUENCE OF 140 KTS. AFTER REJECTED TKOF; ACFT CAME TO A STOP APPROX 1000 FT FROM RWY 1 N END.