ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL
LOW SPEED ENGINE FAILURE
Applicable to: ALL
If an engine failure occurs at low speed, the resultant yaw may be significant, leading to rapid displacement from the runway centreline. For this reason, it is essential that the Captain keeps his hand on the thrust levers once take-off thrust has been set. Directional control is achieved by immediately closing the thrust levers and using maximum rudder and braking. If necessary, the nosewheel tiller should be used to avoid runway departure.
REJECTED TAKEOFF
Applicable to: ALL
FACTORS AFFECTING RTO
Experience has shown that a rejected takeoff can be hazardous, even if correct procedures are followed. Some factors that can detract from a successful rejected takeoff are as follows:
? Tire damage
? Brakes worn or not working correctly
? Error in gross weight determination
? Incorrect performance calculations
? Incorrect runway line-up technique
? Initial brake temperature
? Delay in initiating the stopping procedure
? Runway friction coefficient lower than expected
Thorough pre-flight preparation and a conscientious exterior inspection can eliminate the effect of some of these factors.
During the taxi-out, a review of the takeoff briefing is required. During this briefing, the crew should confirm that the computed takeoff data reflects the actual takeoff conditions e.g. wind and runway condition. Any changes to the planned conditions require the crew to re-calculate the takeoff data. In this case, the crew should not be pressurised into accepting a takeoff clearance before being fully ready. Similarly, the crew should not accept an intersection takeoff until the takeoff performance has been checked.
The line-up technique is very important. The pilot should use the over steer technique to minimize field length loss and consequently, to maximize the acceleration-stop distance available.
DECISION MAKING
A rejected takeoff is a potentially hazardous manoeuvre and the time for decision-making is limited. To minimize the risk of inappropriate decisions to reject a takeoff, many warnings and cautions are inhibited between 80 kt and 1 500 ft. Therefore, any warnings received during this period must be considered as significant.
ABNORMAL OPERATIONS
OPERATING TECHNIQUES
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL
To assist in the decision making process, the takeoff is divided into low and high speeds regimes, with 100 kt being chosen as the dividing line. The speed of 100 kt is not critical but was chosen in order to help the Captain make the decision and to avoid unnecessary stops from high speed:
? Below 100 kt, the Captain will seriously consider discontinuing the takeoff if any ECAM warning/ caution is activated.
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