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Do not reject the takeoff after V1 unless the Captain judges the aircraft
incapable of flight. Even if excess runway remains after V1, there is no
assurance that the brakes and/or reversers will have the capacity to stop the
aircraft prior to the end of the runway.
Rejected Takeoff Maneuver
The Captain is responsible for performing all rejected takeoffs. When the First
Officer is making the takeoff, he/she will place both hands on the yoke after
initially setting takeoff power and the Captain has assumed control of the
throttles. The Captain will be prepared to perform the rejected takeoff
maneuver, if required. If a rejected takeoff is required or called for by the
Captain prior to the First Officer removing his/her hand from the thrust levers,
the First Officer will retard the thrust levers to idle and assist the Captain in the
rejected takeoff maneuver.
737
Flight Manual
Continental
UNANNUNCIATED
Sec. 2.0 Page 23
Rev. 11/15/02 #41
During the takeoff roll, the Pilot Monitoring will monitor all instruments and
indicators. Below 100 knots, any abnormality should be called out. Above 100
knots the only callout normally made is “POWER LOSS.” This callout is made
when any crewmember observes a confirmed engine power loss. Above 100
knots, other conditions that severely affect the safety of flight should also be
considered and, if appropriate, a callout made. If a non-normal is verbalized
during the takeoff roll, the Captain will evaluate the situation and make the go /
no-go decision. If the Captain elects to continue he/she should clearly and
loudly call out “CONTINUE.” In this case, the Pilot Flying will continue the
takeoff using normal procedures.
If the Captain initiates a reject, he/she will clearly and loudly announce,
“REJECT.” As the aircraft decelerates, the First Officer should ensure that
proper aileron control input is maintained. Additionally, during a F/O takeoff
and after the Captain assumes control of the thrust levers, the First Officer will
relinquish control of the aircraft to the Captain as soon as “REJECT” is heard.
Transition to manual braking should be verbalized with the call “MANUAL
BRAKES.”
As soon as conditions permit, the First Officer should notify ATC of the rejected
takeoff, and will make a “REMAIN SEATED”, “REMAIN SEATED”
announcement to the cabin.
During any rejected takeoff, the Captain should:
· Close the throttles.
· Disconnect autothrottle.
· Apply maximum reverse thrust.
· Ensure that the speedbrakes automatically deploy.
· Use RTO autobrakes (if available) to a complete stop.
In the event the speedbrakes do not deploy, the First Officer will call
"SPEEDBRAKES" and the Captain will manually deploy the speedbrakes. Use
RTO brakes or manual braking as required. On a wet or slippery runway, or
takeoff at or near maximum runway limit weight, an aborted takeoff at or near
V1 will require MAXIMUM use of all deceleration devices until reaching a full
stop.
Whenever a decision is made to reject a takeoff, the following limiting criteria
must be considered: weather conditions, runway length and conditions, aircraft
weight and takeoff performance limits, and MEL/CDL items affecting aircraft
performance.
UNANNUNCIATED
Sec. 2.0 Page 24
Rev. 11/15/02 #41
Continental
737
Flight Manual
REJECTED TAKEOFF CONSIDERATIONS
Below 100 Knots Above 100 Knots
· Engine Failure / Fire
· Unsafe / Unable to Fly
· Cabin Smoke / Fire
· System Failure
· Unusual Noise or Vibration
· Tire Failure
· Abnormal Acceleration
· Takeoff Configuration Warning
· Windshear Warning
· Engine Failure
· Unsafe / Unable to Fly
Once the aircraft has slowed to a safe speed, it is up to the Captain:
· When and where to exit the active runway.
· When and if to set the parking brake.
· To make a decision whether to evacuate the aircraft, return to the gate, or
return for takeoff. Additional information may be required.
In order to determine the best course of action, the following factors should be
considered:
· What was the reason for the rejected takeoff – a mechanical problem, an
ATC call, etc?
· What is the overall status of the aircraft – is it able to safely taxi?
· What is the status of the F/As, passengers and emergency exits – are they
seated and are all doors closed?
· Is emergency equipment required, and can they access the aircraft better on
　
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