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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
ABNORMAL OPERATIONS
OPERATING TECHNIQUES
inhibited between 80 kt and 1 500 ft. Therefore, any warnings received during this period must be considered as significant.
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 take-off if any ECAM warning/ caution is activated.
? Above 100 kt, and approaching V1, the Captain should be "go-minded" and only reject the takeoff in the event of a major failure, sudden loss of thrust, any indication that the aircraft will not fly safely, any red ECAM warning, or any amber ECAM caution of the ENG system or the FCTLsystem.
If a tire fails within 20 kt of V1, unless debris from the tire has caused noticeable engine parameter fluctuations, it is better to get airborne, reduce the fuel load and land with a full runway length available.
The decision to reject the takeoff is the responsibility of the Captain and must be made prior to V1 speed.
? If a malfunction occurs before V1, for which the Captain does not intend to reject the takeoff, he will announce his intention by calling "GO".
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A330/A340 机组训练手册 FCTM Flight Crew Training Manual 2(22)
