737 Flight Crew Training Manual
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.
Copyright . The Boeing Company. See title page for details.
3.22 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
737-300 - 737-500
737 Flight Crew Training Manual
737-300 - 737-500
Copyright . The Boeing Company. See title page for details.
3.24 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
737-600 - 737-900
737 Flight Crew Training Manual
737-600 - 737-900
Copyright . The Boeing Company. See title page for details.
3.26 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
Initial Climb - All Engines
After liftoff, use the attitude indicator as the primary pitch reference. The flight director, in conjunction with indicated airspeed and other flight instruments is used to maintain the proper vertical flight path. Pitch, airspeed, and airspeed trends must be cross-checked whether the flight director is used or not.
After liftoff, the flight director commands pitch to maintain an airspeed of V2 + 20 knots until another pitch mode is engaged.
V2 + 20 is the optimum climb speed with takeoff flaps. It results in the maximum altitude gain in the shortest distance from takeoff. Acceleration to higher speeds reduces the altitude gain. If airspeed exceeds V2 + 20 during the initial climb, stop the acceleration but do not attempt to reduce airspeed to V2 + 20. Any speed between V2 + 15 and V2 + 25 knots results in approximately the same takeoff profile. Crosscheck indicated airspeed for proper initial climb speed.
Retract the landing gear after a positive rate of climb is indicated on the altimeter. Do not apply brakes after becoming airborne. Braking is automatically applied when the landing gear lever is placed in the UP position. After gear and flaps are retracted, the PM should verify that the gear and flap indications are normal.
Minimum Fuel Operation - Takeoff
The minimum fuel recommended for takeoff is trip fuel plus reserves. On very short flights this fuel quantity may not be enough to prevent forward fuel pump low pressure lights from illuminating after takeoff.
If any main tank fuel pump indicates low pressure do not turn off fuel pump switches. Avoid rapid acceleration of the airplane, reduce nose-up body attitude and maintain minimum nose-up body angle required for a safe climb gradient.
Immediate Turn after Takeoff - All Engines
Obstacle clearance, noise abatement, or departure procedures may require an immediate turn after takeoff. Initiate the turn at the appropriate altitude (normally at least 400 feet AGL) and maintain V2 + 15 to V2 + 25 with takeoff flaps.
Note: A maximum bank angle of 30° is permitted at V2 + 15 knots with takeoff flaps.
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