Date: 201508
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Training / Qualification; Troubleshooting; Confusion
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Incorrect / Not Installed / Unavailable Part; Procedure
Primary problem: Aircraft

Narrative: It was my leg and we took runway 17R for departure. The only thing abnormal with the airplane was that the auto throttles were deferred which meant a few changes during our flight: we needed to set the power manually during all operations; thrust reference was also required to be manually set; and EICAS cautions would not be inhibited during takeoff/go around.  EPR was set manually to 1.71 at the gate; based on a current temperature of 32 degrees.Once we were cleared for takeoff; we lined up on the runway; came to a stop; and the captain transferred the controls to me. I advanced the power approximately to the predetermined EPR (green indicators) and said; 'set power'. As we rolled down the runway; the captain adjusted the power as our airspeed increased through 80 knots. At 80 knots I glanced at the engine gauges per normal procedure.  As I started to scan the engine gauges; she pulled back on the throttles and aborted the takeoff. I saw the gauges for a split second and noticed that the right engine EGT was at 795 degrees and climbing; in an amber color. Another gauge on the left engine; lower EICAS screen; was amber but I didn't know which gauge it was at the time.The airspeed at that point was approximately 110-120 knots as we aborted. I announced 'speedbrakes up' then 'reverse normal' at the appropriate times during the abort. As we slowed; I radioed tower; 'Aircraft X is aborting'.The automatic abort feature of the airplane was so intense that we slowed to below 60 knots almost immediately. I don't remember if I called '80 knots' or '60 knots' because it happened so quickly. The captain decided to release the autobrakes by advancing the speedbrake lever because we had plenty of runway remaining and max auto was not necessary anymore. The captain exited the runway at taxiway T and Tower asked us why we aborted. I told Tower we had an 'engine indication' or something similar to that. Tower advised us to contact ground frequency for further instructions. I contacted Ground while the captain slowly taxied off the runway. We were advised by Ground to taxi straight ahead and hold on a maintenance ramp. I gave the passengers a call to give them a short explanation of what happened and our intentions. We came to a stop on the maintenance ramp and the captain made a comment about checking to ensure we didn't exceed the brake temperature limits. The captain also said that she was not going to set the parking brake due to hot brakes. Simultaneously we received a call from one of the flight attendants saying that a passenger was in need of medical attention. I advised ground control of our medical emergency and explained that we needed to taxi to a gate for assistance. We started taxiing toward our previous gate as I called company Operations. During the taxi; Ground Control asked if we needed an ambulance and I said yes. As we got closer to the gate; I called up the flight attendant to get an update on the status of the passenger. The flight attendant explained that the passenger was having a panic attack and that she was using oxygen at the time. The FA said that the passenger did not need further assistance and she declined any further medical treatment.We taxied to gate and waited about 1 minute for the marshallers to arrive. Once we parked; we ran the appropriate checklists; then the captain gave a PA to the passengers. I stepped out of the airplane to do a walk around and check the tires along with the rest of the airplane. As I neared the bottom of the steps I noticed that both left and right main tires were deflated/deflating. I didn't see smoke or any other indication that the tires were a hazard. But I immediately ran back up to the cockpit to give the news to the captain. The captain was on the phone with someone in operations. Once I told the captain about the tires; we decided to deplane the passengers. After numerous phone calls between operations and our entire crew; I walked around the airplane to see that 6 out of the 8 tires were deflated. I finished the walk-around and I did not see any other issues with the airplane. Make improvements to the Minimum Equipment List regarding the operations of a deferred Autothrottle System.  Part of the deferral is very vague.  It states: 'Assumed temperature (if used) will not be available.'  I understand what it means now; but at the time I assumed that the 'Assumed Temperature method' for takeoff was not available.  It would be easier to understand the terminology if it were written: 'Assumed Temperature (if used) will require manual setting'.  This was not a direct cause for the aborted takeoff; but it may have prevented the event from occurring due to a lower power setting.


Second narrative: When setting power I noticed amber line on EPR below green carrot; looked at the airspeed as it approached eighty knots; then checking engine instrument I had amber indications on both engines; the right EGT raising through 79?; and the left N3 amber. For safety of flight I chose to abort not sure of the reliability of both engine. Started the abort; called abort. FO went out for post flight walk around of the aircraft; FO informed me on his return that the fuse plugs blew. I made phone calls to dispatch; the duty pilot; and mx control. Then went out myself to check the aircraft. Then I called the 757 fleet manager. Outside mx arrived promptly to the aircraft; he asked what happened and to write it up in the logbook. Completed logbook. After passengers deplaned and aircraft cleaned; I requested a post briefing with the crew. The extra taxi for the medical emergency add to the already hot brakes causing the fuse plugs to blow.I feel part of my abort decision was influenced by earlier events in the week. I had a struck throttle; I heard about a stuck elevator abort; the failure of one engine is manageable when the other engine is at a hundred percent. So even though we briefed the takeoff; in that spilt second my mind said something's not safe and I aborted.Both the FO and I are new to the aircraft; better AOM/MEL procedures would be of help. The aircraft had an MEL which was a factor in the event. It had numerous notes that are different from standard; we looked them up and briefed them before leaving on the first leg. The takeoff was uneventful but not sure we missed something regarding the MEL we spent cruise studying the manuals. After studying we still weren't sure if we were setting up the aircraft right per the MEL. After landing I called the 757 fleet manager for clarification; we changed the settings for the takeoff. During the takeoff when time for instrument check call they don't look right; then we got the amber indications on both engines (which are normally inhibited) I decided to abort.


Synopsis: A B757-200 Captain rejected the takeoff at about 115 kts on a hot day when the right engine EGT indicating 795° and climbing with the autothrottles on MEL. At the gate medical personnel tended to a passenger having a panic attack while the crew dealt with 6 deflated tires after the fuse plugs melted.