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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 prior to the end of
the runway.
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, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.18 FCT 767 (TM)
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 a 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
5-10 knots prior to the displayed V2 speed.
Rejected Takeoff Maneuver
The rejected takeoff (RTO) maneuver is initiated during the takeoff roll to
expeditiously stop the airplane on the runway. The pilot monitoring should closely
monitor essential instruments throughout 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 prior to V1 speed. If
the captain is the pilot monitoring, he should initiate the RTO and announce the
abnormality simultaneously.
Note: If the decision is made to reject, the flight crew should accomplish the
procedure in the NNM chapter of the QRH.
During the rejected takeoff, the first officer calls “60 KNOTS” during
deceleration. If the takeoff is rejected prior to the THR 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 THR HOLD is annunciated, the thrust levers,
when retarded, remain in idle. For procedural consistency, disengage the
autothrottles for all rejected takeoffs.
If rejecting due to fire, in windy conditions consider positioning the aircraft so the
fire is on the downwind side. After an RTO, comply with brake cooling
requirements before attempting a subsequent takeoff.
October 31, 2004
767 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 3.19
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:
• 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 prior to reaching the end of the runway. See RTO Execution
Operational Margins diagrams for consequences of initiating reject after V1
and/or using improper procedures.
　
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