Flight Crew Air Transport Pilot (ATP)
Workload; Training / Qualification; Time Pressure; Human-Machine Interface; Distraction
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Flight Crew Overcame Equipment Problem; Flight Crew Rejected Takeoff
Aircraft; Human Factors
During taxi out for takeoff at SFO we were given a runway change from 1R to 28L. The First Officer took responsibility of changing the FMC to the new runway while the Relief Pilot and I took the responsibility of taxiing the aircraft to the new runway. Upon crossing the runways 1L and 1R the Relief Pilot assisted the First Officer in reprogramming the FMC for the new runway; new Noise Abatement Departure Procedure 1 (NADP1) departure and the new SID for 28L. I asked the IRO to confirm that the runway analysis for 28L was included in the paperwork in case the performance calculations for [Runway] 28L did not show up in time for departure. The Relief Pilot confirmed that we were good for a Runway 28L departure and even confirmed; with the back of the briefing card; that we were ok to use the onboard performance calculations for a runway change. Upon reaching Runway 28L we all confirmed that we were able and ready to accept a departure. Runway 28L was verified to be correct during the initiation of the First Officer's takeoff roll. Upon setting thrust and after checking the engine instruments I referenced the airspeed indicator to make my '100 KTS' call. No green lines for the V-speeds were present and after glancing at the FMC takeoff page I noticed no numerical values in the V-speed locations; only dashes. I elected to reject the takeoff because the aircraft was still below 100 KTS (around 90) and there was around 10;000 FT of dry runway left to stop the aircraft. We exited the runway at Taxiway Foxtrot; completed the RTO Checklist; and referenced the brake cooling chart. The decision was made to use a conservative number of 23 minutes of brake cooling (110 KT column) and Dispatch was notified of the situation and expected FOB for the subsequent takeoff. None of the 3 cockpit crew members can recall seeing amber 'no V-speed' warning on the airspeed indicator none of us could make a conclusion on why there were no V-speeds during the takeoff roll.
This was my first ETOPS flight and first flight with a Relief Pilot. We performed a normal FMC and cockpit setup at the gate for a 1R departure; including the extra items required by ETOPS. I went heads up to cross the 1's; then the Relief Pilot assisted me in setting up the FMC for the NADP1 VNAV climb as I had not yet performed that procedure in my limited experience on the 737. There was no line at 28L and Tower promptly cleared us for takeoff. Although I felt that we were ready for departure; I had not had the normal minute or two of downtime on the taxi to take one last look at everything like I usually do. I verified that the Captain was ready for departure due to the busy taxi and accepted the takeoff clearance.Having replayed the event many times in my mind; I am still quite certain that the speeds were correctly entered; but having received three different weight manifests in a relatively short period of time; it is possible that I missed it. However; I am certain that the no VSPD notation was not displayed next to my airspeed indicator prior to takeoff. In addition to my certainty about this; I don't see any way three pilots could miss this yellow caution message prominently displayed in two different locations. I think the most likely scenario involved the speeds dropping out at some point during the initial takeoff roll for unknown reasons.
A B737 flight crew rejected their takeoff when the Captain noted no V-speed settings were displayed.