MD80 CAPTAIN REPORTS ICE INGESTION BY THE RIGHT ENGINE AFTER BEING DE-ICED AS THE CAUSE OF A REJECTED TAKE OFF.

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WE ARRIVED THE AFTERNOON BEFORE AND DID NOT FLY THE OUTBOUND ACFT IN. THE CONDITIONS WERE WINTRY. IT WAS MY LEG TO FLY. THE FO CONDUCTED THE WALKAROUND. WE STARTED BOTH ENGS ON PUSHBACK WITH ENG ICE ON. WE TAXIED TO THE N DEICE PAD AND SHUT DOWN THE ENGS AS REQUESTED BY THE DEICE TEAM. 1 TRUCK MALFUNCTIONED; SO IT RETURNED TO THE TERMINAL. THE TEAM RETURNED WITH 2 TRUCKS THE SECOND TIME WITH EACH SPRAYING DOWN A SIDE. I REQUESTED TYPE 1 FLUID; SINCE THERE WAS NO FALLING PRECIP. WE THEN STARTED BOTH ENGS AGAIN WITH ENG ANTI-ICE ON AND TAXIED TO THE RWY. I MANUALLY ADVANCED THE THROTTLES TO 1.4 EPR; NOTICED NORMAL ENG PARAMETERS; AND CALLED FOR THE AUTOTHROTTLES. AS THEY ACCELERATED TO APPROX 1.6 EPR; WE HEARD A CYCLIC 'WHOOSHING' SOUND. SINCE WE WERE BELOW 80 KIAS; I SIMPLY DISENGAGED THE AUTOTHROTTLES AND PULLED THEM TO IDLE. I WASN'T SURE WHAT HAD HAPPENED; SO I WANTED TO RUN UP THE ENGS TO RULE OUT COMPRESSOR STALL. THE L WAS OK. THE R MADE A LOUD BANG. WE TAXIED BACK TO THE GATE; WROTE UP THE R ENG IN THE LOGBOOK; AND CONTACTED THE COMPANY. I SUSPECT THAT FROZEN PRECIP ACCUMULATED IN THE BOTTOM OF THE UNPROTECTED; UPWIND ENG INLET'S ACOUSTIC LINING OVERNIGHT. SINCE THE ENGS ARE TAIL-MOUNTED ON THIS ACFT; YOU CANNOT SEE THE BOTTOM OF THE INLET DURING THE WALKAROUND. INLET COVERS MAY HAVE PREVENTED THIS. MY COMPANY DOES NOT USE THEM. BUT UNTIL IT COMPLETES THE OFFICIAL INVESTIGATION; THE EXACT CAUSE AND PREVENTIVE MEASURES ARE NOT KNOWN. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE REPORTER STATES THAT THE RIGHT ENGINE FAN WAS DAMAGED AND REQUIRED MAINTENANCE ACTION. HE BELIEVES THAT THE DE-ICE CREW IS AT FAULT IN THIS INCIDENT.