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• V1 means the maximum speed in the takeoff at which the pilot must take
the first action (e.g., apply brakes, reduce thrust, deploy speedbrakes) to
stop the airplane within the accelerate-stop distance and
• V1 also means the minimum speed in the takeoff, following a failure of an
engine at which the pilot can continue the takeoff and achieve the required
height above the takeoff surface within the takeoff distance.
Pilots know that V1 is fundamental to making the Go/Stop decision. Under
runway limited conditions, if the reject procedure is initiated at V1, the airplane
can be stopped before reaching the end of the runway. See RTO Execution
Operational Margins diagrams for the consequences of initiating a reject after V1
and/or using improper procedures.
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
example, if the engine fails 2 seconds before 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.
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) 3.25
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.
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 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, 2006
777/787 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.26 FCT 777/787 Preliminary (TM)
777-200 - 777-300ER
777
Lift off
Transition
complete
Stop
Go
1 sec
No Go
35 ft
Available Runway (DRY)
One Engine Acceleration
-280 ft
-360 ft
+950 ft
+340 ft
+980 ft
+240 ft
Baseline
90 kts
55 kts
45 kts
75 kts
Effect of reverse thrust
Engine-out RTO, brakes, speedbrakes,
and 1 thrust reverser
AFM balanced field length
All-engine RTO, brakes and
speedbrakes only, no thrust reverse
Effect of no speedbrakes
All-engine RTO, brakes only,
no thrust reverse
Effect of no speedbrakes
All-engine RTO, brakes and
2 thrust reversers
Effect of late speedbrak es
All-engine RTO, brakes, speedbrake
　
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