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When the takeoff performance in the AFM is produced, it assumes an engine
failure or event one-second before V1. In a runway limited situation, this means
the airplane reaches a height of 35 feet over the end of the runway if the decision
is to continue the takeoff.
Within reasonable limits, even if the engine failure occurs earlier than the assumed
one second before V1, a decision to continue the takeoff will mean that the
airplane is lower than 35 feet at the end of the runway, but it is still flying. For
instance if the engine fails 2 seconds prior to V1 and the decision is made to go,
the airplane will reach a height of 15 to 20 feet at the end of the runway.
Although training has historically centered on engine failures as the primary
reason to reject, statistics show engine thrust loss was involved in approximately
one quarter of the accidents, and wheel or tire problems have caused almost as
many accidents and incidents as have engine events. Other reasons that rejects
occurred were for configuration, indication or light, crew coordination problems,
bird strikes or ATC problems.
What's important to note here is that the majority of past RTO accidents were not
engine failure events. Full takeoff power from all engines was available. With
normal takeoff power, the airplane should easily reach a height of 150 feet over
the end of the runway, and the pilot has the full length of the runway to stop the
airplane if an air turnback is required.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.20 FCT 767 (TM)
Making the Go/Stop decision starts long before V1. Early detection, good crew
coordination and quick reaction are the keys to a successful takeoff or stop.
RTO Execution Operational Margins
A successful rejected takeoff at or near V1 is dependent upon the captain making
timely decisions and using the proper procedures.
The data in the following diagrams, extracted from the 1992 Takeoff Safety
Training Aid, are provided as a reference. The individual diagrams show the
approximate effects of various configuration items and procedural variations on
the stopping performance of the airplane. These calculations are frequently based
on estimated data and are intended for training discussion purposes only. The data
are generally typical of the airplane at heavy weights, and except as noted
otherwise, are based on the certified transition time.
Each condition is compared to the baseline condition. The estimated speed at the
end of the runway and the estimated overrun distance are indicated at the right
edge of each figure. The distance estimates assume an overrun area that can
produce the same braking forces as the respective runway surface. If less than the
baseline FAA accelerate-stop distance is required, the distance is denoted as a
negative number.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 3.21
V1
-140 ft
V1 75 kts
+700 ft
V1 65 kts
+460 ft
V1 65 kts
+470 ft
+650 ft
-130 ft
Stop
V1
V1
complete
Transition
Go
70 kts
767
Available Runway (DRY)
VR
Fail
Engine
Brakes
No Go
V1
One Engine Acceleration
Lift Off
V2
35 ft
1 sec
Effect of reverse thrust
Effect of no speedbrakes
Effect of no speedbrakes
Effect of late speedbrake
Effect of late RTO initiation
Effect of reverse thrust
AFM balanced field length
Baseline
one engine-out RTO
using brakes and
spoilers only
engine-out RTO,
brakes, spoilers, and
1 Thrust Reverser
all-engine RTO,
brakes, spoilers, and
2 Thrust Reversers
engine-out RTO,
brakes only,
no Thrust Reverse
engine-out RTO,
brakes, and
1 Thrust Reverser
engine-out RTO,
S/B deployment 5 seconds
after V1, no Thrust Reverse
engine-out RTO, initiated 2 sec
after V1, AFM transition,
brakes and spoilers only,
no Thrust Reverse
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.22 FCT 767 (TM)
V1
+1460 ft
+100 ft
+610 ft
767
60 kts
30 kts
90 kts
Lift Off
Lift Off
complete
Fail Transition
Eng.
V1
V1
Brakes
One Engine Acceleration
One Engine Acceleration
　
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