DESCRIPTION:
Model: 777
Series/Product: 16 - FCOM/QRH - Flight Crew
Boeing Response
For a rejected takeoff and as it is described today in B777 QRH, the speedbrakes lever has to be manually activated before the thrust reversers are used, instead of relying on the auto speedbrakes extension system. This is not instinctive since for each landing the reversers are used first and speedbrakes activation is triggered by the reversers. In a high stress situation it is very likely that the crew would react as he is doing all the time.
We would like to get a NTO from Boeing allowing **** to use reversers in first place during a RTO. This would allow the company to have a consistent procedure for all models even with the B787 coming procedure.
RESPONSE:
The RTO procedure as currently published in the FCOM was validated and approved by the FAA during the certification of each model. However, the FAA has agreed to the use of the reverse thrust levers to automatically deploy speedbrakes during an RTO maneuver on the 777. For the 777, the FAA has agreed that analyses and flight experience indicate that if the procedure is accomplished correctly, automatic deployment of the speedbrakes by positioning the reverse thrust levers for reverse thrust is equivalent in effectiveness to the manual deployment of the speedbrakes.
Therefore, Boeing has no technical objection to using the reverse thrust levers to automatically deploy speedbrakes during the RTO maneuver on the 777 provided the following conditions are met:
1. The pilot doing the RTO positions all reverse thrust levers to the idle position, then applies reverse thrust as needed.
2. The pilot monitoring observes the speedbrake lever to ensure it moves to the UP detent upon application of reverse thrust.
3. The pilot monitoring calls "SPEEDBRAKES UP" or "SPEEDBRAKES NOT UP" for all RTO maneuvers and landings. Making these callouts for all landings will help to ensure the habit pattern of these callouts becomes established.
4. If automatic deployment does not occur, one of the pilots takes immediate action to manually move the speedbrake lever to up.
5. The operator's training program must emphasize the criticality of speedbrake extension to the RTO maneuver and simulator training programs must include practice in responding to failure of speedbrakes to automatically deploy. Pilots must understand that the deployment of the speedbrakes in conjunction with maximum effort braking constitutes the large majority of the stopping effort. Reverse thrust credit is not considered during certification for takeoff distance calculation.
6. The operator obtains local regulatory approval for the revised procedure.
This issue has been considered in the design of the EEC software on the 777. The 777 EEC is programmed to slightly delay thrust reverser deployment when the reverse thrust levers are pulled. This EEC feature makes an RTO procedure that uses the reverse thrust levers to deploy speedbrakes equivalent to the current RTO procedure of manual speedbrake extension prior to applying reverse thrust.