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• activation of the master caution system
• system failure(s)
• unusual noise or vibration
• tire failure
• abnormally slow acceleration
• unsafe takeoff configuration warning
• fire or fire warning
• engine failure
• predictive windshear warning
• if the airplane is unsafe or unable to fly.
Above 80 knots and prior to V1, the takeoff should be rejected for any of
the following:
• fire or fire warning
• engine failure
• predictive windshear warning
• if the airplane is unsafe or unable to fly.
During the takeoff, the crew member observing the non-normal situation
will immediately call it out as clearly as possible.
December 15, 2006
787 Flight Crew Operations Manual
Maneuvers -
Non–Normal Maneuvers
Copyright © The Boeing Company. See title page for details.
D615Z003 Boeing Proprietary MAN.1.3
Captain First Officer
Without delay:
Simultaneously close the thrust
levers, disengage the autothrottles,
and apply maximum manual wheel
brakes or verify operation of RTO
autobrakes.
If RTO autobrakes is selected,
monitor system performance and
apply manual wheel brakes if the
AUTOBRAKE message is
displayed or deceleration is not
adequate.
Raise speedbrake lever.
Apply maximum reverse thrust
consistent with conditions.
Continue maximum braking until
certain the airplane will stop on the
runway.
Verify actions as follows:
Thrust levers closed.
Autothrottles disengaged.
Maximum brakes applied.
Verify speedbrake lever UP and call
“SPEEDBRAKES UP.” If
speedbrake lever not UP call
“SPEEDBRAKES NOT UP.”
Reverse thrust applied.
Call out any omitted action items.
Field length permitting:
Initiate movement of the reverse
thrust levers to reach the reverse
idle detent by taxi speed.
Call out 60 knots.
Communicate the reject decision to
the control tower and cabin as soon
as practical.
When the airplane is stopped, perform procedures as required.
Review Brake Cooling Schedule for brake cooling time and precautions
(refer to the Performance Inflight chapter).
Consider the following:
• the possibility of wheel fuse plugs melting
• the need to clear the runway
• the requirement for remote parking
• wind direction in case of fire
• alerting fire equipment
• not setting the parking brake unless passenger evacuation is necessary
• advising the ground crew of the hot brake hazard
• advising passengers of the need to remain seated or evacuate
• completion of Non-Normal checklist (if appropriate) for conditions
which caused the RTO.
December 15, 2006
787 Flight Crew Operations Manual
Maneuvers -
Non–Normal Maneuvers
Copyright © The Boeing Company. See title page for details.
MAN.1.4 D615Z003 Boeing Proprietary
Terrain Avoidance
Ground Proximity Caution
Accomplish the following maneuver for any of these aural alerts*:
• CAUTION TERRAIN
• SINK RATE
• TERRAIN
• DON’T SINK
• TOO LOW FLAPS
• TOO LOW GEAR
• TOO LOW TERRAIN
• GLIDESLOPE
• BANK ANGLE.
The below glideslope deviation alert may be cancelled or inhibited for:
• localizer or backcourse approach
• circling approach from an ILS
• when conditions require a deliberate approach below glideslope
• unreliable glideslope signal.
Note: If a terrain caution occurs when flying under daylight VMC,
and positive visual verification is made that no obstacle or
terrain hazard exists, the alert may be regarded as cautionary
and the approach may be continued.
Note: *As installed, some repeat.
Ground Proximity Warning
Accomplish the following maneuver for any of these conditions:
• activation of the “PULL UP”, or “TERRAIN TERRAIN PULL
UP” warning
• other situations resulting in unacceptable flight toward terrain.
Pilot Flying Pilot Monitoring
Correct the flight path or the airplane configuration.
December 15, 2006
787 Flight Crew Operations Manual
Maneuvers -
Non–Normal Maneuvers
Copyright © The Boeing Company. See title page for details.
D615Z003 Boeing Proprietary MAN.1.5
Note: Aft control column force increases as the airspeed decreases. In
all cases, the pitch attitude that results in intermittent stick
shaker or initial buffet is the upper pitch attitude limit. Flight at
　
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