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diagrams located in the RTO Execution Operational Margins section, this chapter.
The maximum braking effort associated with an RTO is a more severe level of
braking than most pilots experience in normal service.
Brake
Release
All Engine Acceleration
V R
•
V LOF
One Engine
Acceleration
V
Stop
35'
V 2
1
Brakes Applied
•
•
Event*
* For the continued takeoff,
the event is an engine failure
1 sec
Thrust levers idle and speedbrakes
manually deployed
October 31, 2006
777/787 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 3.23
Rejecting the takeoff after V1 is not recommended unless the captain judges the
airplane incapable of flight. Even if excess runway remains after V1, there is no
assurance that the brakes have the capacity to stop the airplane before the end of
the runway.
There have been incidents where pilots have missed FMC alerting messages
informing them that the takeoff speeds have been deleted or they have forgotten
to set the airspeed bugs. If, during a takeoff, the crew discovers that the V speeds
are not displayed and there are no other fault indications, the takeoff may be
continued. The lack of displayed V speeds with no other fault indications does not
fit any of the published criteria for rejecting a takeoff (refer to the Rejected
Takeoff NNM in the QRH). In the absence of displayed V speeds, the PM should
announce V1 and VR speeds to the PF at the appropriate times during the takeoff
roll. The V2 speed should be displayed on the MCP and primary airspeed
indicators. If neither pilot recalls the correct rotation speed, rotate the airplane 5
to 10 knots before the displayed V2 speed.
Rejected Takeoff Maneuver
The RTO maneuver is initiated during the takeoff roll to expeditiously stop the
airplane on the runway. The PM should closely monitor essential instruments
during the takeoff roll and immediately announce abnormalities, such as
“ENGINE FIRE”, “ENGINE FAILURE”, or any adverse condition significantly
affecting safety of flight. The decision to reject the takeoff is the responsibility of
the captain, and must be made before V1 speed. If the captain is the PM, he should
initiate the RTO and announce the abnormality simultaneously.
Note: If the decision is made to reject the takeoff, the flight crew should
accomplish the rejected takeoff non-normal maneuver as described in the
Maneuvers chapter of the QRH.
If the takeoff is rejected before the HOLD annunciation, the autothrottle should be
disengaged as the thrust levers are moved to idle. If the autothrottle is not
disengaged, the thrust levers advance to the selected takeoff thrust position when
released. After HOLD is annunciated, the thrust levers, when retarded, remain in
idle. For procedural consistency, disengage the autothrottles for all rejected
takeoffs.
777-200 - 777-300ER
If an engine failure occurs above TAC activation speed, TAC provides rudder
input, as needed, to help maintain directional control. TAC rudder input is
available during forward thrust operations only, until speed is reduced below TAC
activation speed. With TAC inoperative, the PF must make rudder inputs.
October 31, 2006
777/787 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.24 FCT 777/787 Preliminary (TM)
787-8
If an engine failure occurs above 70 knots, the flight control system provides
rudder input, as needed, to help maintain directional control. Automatic rudder
input is available during forward or reverse thrust operations, until speed is
reduced below 70 knots.
If rejecting due to fire, in windy conditions, consider positioning the airplane so
the fire is on the downwind side. After an RTO, comply with brake cooling
requirements before attempting a subsequent takeoff.
Go/Stop Decision Near V1
It was determined when the aviation industry produced the Takeoff Safety
Training Aid in 1992 that the existing definition of V1 might have caused
confusion because they did not make it clear that V1 is the maximum speed at
which the flight crew must take the first action to reject a takeoff. The U.S.
National Transportation Safety Board (NTSB) also noted in their 1990 study of
rejected takeoff accidents, that the late initiation of rejected takeoffs was the
leading cause of runway overrun accidents. As a result, the FAA has changed the
definition of V1 in FAR Part 1 to read as follows:
　
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