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Reject Take Off: Condition of Rto

The document provides guidance for pilots on procedures for rejecting a takeoff. It divides the takeoff into low and high speed regimes, with 100 knots as the dividing line. Below 100 knots, the pilot should seriously consider rejecting the takeoff for any ECAM warning or caution. Above 100 knots but below V1, the pilot should only reject for issues like fires, engine failures, or red ECAM warnings. The document outlines specific procedures for rejecting takeoffs using autobrakes or manual braking and considerations for after the rejected takeoff.

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Bharat Bhushan
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273 views1 page

Reject Take Off: Condition of Rto

The document provides guidance for pilots on procedures for rejecting a takeoff. It divides the takeoff into low and high speed regimes, with 100 knots as the dividing line. Below 100 knots, the pilot should seriously consider rejecting the takeoff for any ECAM warning or caution. Above 100 knots but below V1, the pilot should only reject for issues like fires, engine failures, or red ECAM warnings. The document outlines specific procedures for rejecting takeoffs using autobrakes or manual braking and considerations for after the rejected takeoff.

Uploaded by

Bharat Bhushan
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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REJECT TAKE OFF

PF PM CONDITION OF RTO
ANNOUNCE…................................. STOP To assist in the decision making process, the takeoff is
THRUST LEVER ….............................IDLE divided into low and high speeds regimes, with 100 kt
REVERSE THRUST ….................MAX AVAIL CHECK & ANNOUNCE ……...REVERSE being chosen as the dividing line. The speed of 100 kt is not
CHECK & ANNOUNCE …….....DECEL critical but was chosen in order to help the Captain
ANY AUDIO CANCEL make the decision and to avoid unnecessary stops from
high speed .
AIRCRAFT STOPPED Below 100 kt:
ATC ….............................NOTIFY
REVERSER …........................................STOWED The Captain should seriously consider discontinuing the the
PARKING BRAKES ….....................ON LOCATE EMER EVACUATION CHKLIST takeoff, if any ECAM warning/caution is activated
PA : ATTENTION CREW AT STATION Above 100 kt, and below V1:
ORDER ECAM ACTION PERFORM …............ECAM ACTION At these speeds, the Captain should be "go‐minded" &
IF EVAC REQ EVAC CHECKLIST ON RWY very few situations should lead to the decision to reject T/O:
IF EVAC NOT REQ PA : PASSENGER & CABIN CREW REMAIN SEATED 1. Fire Warning or Severe Damage
2. Sudden loss of Eng Thrust
If a rejected takeoff is initiated and MAX autobrake decelerates the aircraft, the 3. Malfuction or unambiguous indication
captain will avoid pressing the pedals (which might be a reflex action) 4. Any Red Ecam Warning
‐ If the autobrake is inoperative or if the takeoff is rejected prior to 72 kt (autobrake 5. Amber Caution listed below .
not active and no deployment of spoilers), the captain simultaneously reduces thrust a) F/CTL SIDESTICK FAULT S
and applies maximum pressure on both pedals. The aircraft will stop in the minimum b) ENG FAIL E
distance, only if the brake pedals are maintained fully pressed until the aircraft comes c) ENG REVERSE FAULT R
to a stop d) ENG REVERSE UNLOCKED R
If normal braking is inoperative, immediately apply the Loss of Braking procedure e) ENG 1(2) THR LEVER FAULT T
Exceeding the EGT red line or nose gear vibration should
After a rejected takeoff, if the aircraft comes to a complete stop using autobrake MAX, not result in the decision to reject takeoff above 100 kt
release brakes prior to taxi by disarming spoilers
Do not attempt to vacate the runway, until it is absolutely clear that an evacuation is
not necessary & that it is safe to do so.

INDEX

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