Date: 201401
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Generator Drive
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cleared for takeoff with First Officer was pilot flying. When before takeoff checklist was completed; and aircraft aligned with runway; Captain transferred control to First Officer. First Officer now pilot flying called for standard power. Throttles were advanced; and autoflight tile was selected. Autothrottles advanced normally. Between 60-70 KIAS amber caution on glare shield illuminated. Captain observed a Level 2 alert 'Gen Drive 2 Fault' displayed. Captain assumed control of the aircraft; called for and executed rejected takeoff. First Officer made appropriate calls to ATC. Flight cleared runway and north on taxiway per ATC direction. After landing checklist and Rejected Takeoff Checklists were completed. [We] observed on taxiway that LVL 2 alert had self canceled. Requested and was granted permission from Ground to hold position while we worked problem. Contacted Flight Dispatcher and advised of problem; and rejected takeoff. Then contacted Maintenance advised of rejected takeoff and problem. Reviewed QRH related to alert; however decided not to continue since alert self canceled. During discussions with Maintenance it was decided that a high power run was in order. [We] performed Number 2 Engine run up to 80% N1. Fault did not reoccur. Advised Maintenance; [we were] advised that it was most likely a transient fault; and that he saw nothing to preclude another takeoff attempt. Crew discussed what was observed; and decided that we would attempt another takeoff. All parties were advised of our intentions. Aircraft was reconfigured and checklist accomplished. Flight was again cleared by ATC to takeoff. [We] accomplished all procedures as we did in first attempt. At 60 KIAS amber caution once again illuminated; as did the Level 2 alert 'Gen Drive 2 Fault' alert. Captain assumed control; and rejected takeoff. All appropriate checklist were accomplished. Once again alert self canceled. Again contacted Flight Dispatcher and Maintenance to advise. This time Maintenance directed to comply with MEL 24-21-01; which requires disconnect of the IDG. We also had to perform a procedure as directed by Maintenance to clear an EGPS fault caused by the IDG disconnect. MEL process was completed as per the Flight Operations Manual and AML card. After all deferral and dispatch items were complied with; aircraft was again configured for takeoff. This time successfully. Good support from all parties involved. Flight Dispatcher was especially outstanding in support and coordination with operating groups.


Second narrative: [We] rejected takeoff twice due to Gen Drive 2 Fault Level 2 warning and Master Caution on takeoff roll at 60 KTS. Captain [was] pilot not flying; First Officer [was] pilot flying. Captain performed rejected takeoff at 60 KTS. Exited runway and ran appropriate checklists. Fault cleared itself following power reduction on rejected takeoff. After both attempts to take off we coordinated with both Dispatch and Maintenance. After second rejected takeoff the decision was made to use MEL 24-21- 01 to disconnect IDG and continue. Maintenance talked us through EGPWS reset. MEL procedures complied with. [We] checked with Crew Scheduling to verify duty time limits. Third take off successful.


Synopsis: MD11 flight crew experiences a 'Gen Drive 2 Fault' on the takeoff roll and rejects. The fault self clears and a high power run up is accomplished with no faults noted. The next takeoff attempt produces the same results and the generator is disconnected using MEL procedures and the third takeoff attempt is successful.