Runway Airbus A320-214, Руководство пользователя

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Final
Report № AIFN/0010/2018, issued on 10 January 2022
18
The Captain should seriously consider discontinuing the takeoff, if any ECAM
warning/caution is activated.
●
Above 100 kt, and below V
1
:
Rejecting the takeoff at these speeds is a more serious matter, particularly on
slippery runways. It could lead to a hazardous situation, if the speed is approaching
V
1
. At these speeds, the Captain should be "go-minded" and very few situations
should lead to the decision to reject the takeoff:
…
●
Above V
1
:
Takeoff must be continued, because it may not be possible to stop the aircraft on
the remaining runway.
…
Decision Callouts
The decision to reject the takeoff and the stop action is the responsibility of the
Captain and must be made prior to V
1
speed. It is therefore recommended that the
Captain keeps his hand on the thrust levers until the aircraft reaches V
1
, whether
he is Pilot Flying (PF) or Pilot Monitoring (PM).
- If a malfunction occurs before V
1
, for which the Captain does not intend to reject
the takeoff, he will announce his intention by calling "GO".
- If a decision is made to reject the takeoff, the Captain calls "STOP". This call both
confirms the decision to reject the takeoff and also states that the Captain now has
control. It is the only time that hand-over of control is not accompanied by the
phrase "I have control".
”
The OM-A
─ Flight Preparation Instructions
, under the heading of Take-off stated
“… when
determining the maximum permitted take-off weigh
t …” that “The accelerate-stop distance must not
exceed the accelerate-
stop distance available” and defines “Accelerate-stop Distance Available”
as:
“The length of the take-off run available plus the length of stop-way, if such stop-way is declared
available by the appropriate Authority and is capable of bearing the weight of the aircraft under the
prevailing operating conditions.”
1.17.1.7 Incapacitation of flight crewmembers
The OM-A policy stated:
“Incapacitation of a crew member is defined as any condition which affects the
health of a crew member during the performance of duties which renders him
incapable of performing the assigned duties.
”
The incapacitation conditions stated in the OM-A addressed identification and actions
required and assumed that the aircraft is already airborne above and below 1,000 ft above ground
level (AGL) including approach. The
OM-A did not address crew incapacitation during takeoff.
Actions required in the Event of Pilot Incapacitation included:
“
-
Assume control and announce “I Have Control”, return the aircraft to a safe flight
path, use the take-over pb [pushbutton] and engage the autopilot;
[The FCTM
“Flight Crew Incapacitation” states: “If the incapacitated flight
crewmember causes interference with the handling of the aircraft, press the
sidestick pb for 40 seconds. The time required of 40 s includes the time
necessary for AP deactivation (if AP engaged) and the time for offside sidestick
deactivation.]