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AB6 TYPE RATING TRAINING GUIDE

APPENDIX 3: TAKEOFF AND CLIMB


Index
Take-off shall be conducted in compliance with Flight Procedure (SOP). The proficiency level expected from pilot trainees are:
- Line up and maintain centerline.
- Correct rotation rate to initial pitch target and accurately follow flight director.
- Crew coordination.
- Landing gear and flaps retraction as per Flight Procedure (SOP).
- Follow published SID or ATC clearance.
Key points are:
- Stabilize engine before setting take-off thrust.
- Go levers and FMA announce.
- PNF: check take off thrust - Hands position.
- Rotate smoothly and continuously to initial pitch attitude and maintain until S.R.S stabilized.
- No flap retraction until acceleration altitude, speed trend positive and speed target above current airspeed.
Rolling takeoff is recommended.
To initiate takeoff roll, thrust should be set in two steps. LP shall set throttle to approx 12° TLA in order to achieve 50% N1, then pause momentarily to let
engines stabilize and for both pilots to check engines instruments before trigging go lever.
Too high rotation rate will lead to a tail strike. To avoid tail strike, takeoff rotation shall be performed smoothly to initial pitch target of 12.5° nose up until the
aircraft is airborne (radio altimeter increases). DO NOT EXCEED MAXIMUM ROTATION RATE OF 3° PER SECOND. As a general guideline, with the
rotation rate of 2.5° per second the aircraft shall reach 12.5° nose up at 5 seconds after start of rotation. If the aircraft is rotated smoothly until airborne then it
can be raised continuously to 15-18° nose up without stopping at 12.5° and then follow FD after it stabilized. DO NOT EXCEED MAXIMUM PITCH ATTITUDE
OF 18° NOSE UP DURING TAKEOFF. With normal rotation rate and pitch attitude limit to 18° nose up at low takeoff weight, aircraft speed will be 10-20 kts
above target speed (V +10). These are considered as excess performance as climb gradient is well above requirements. At high takeoff weight aircraft speed
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should be around target speed.
Slats/flaps shall not be retracted until the aircraft is accelerating, speed trend positive and speed target above current airspeed.
Pack operation: if a take-off with the packs off was carried out, one pack should be selected ON after thrust reduction, and the second one when the slats and
flaps have been retracted.
Common errors
- Runway wasted during line-up and initial thrust setting.
- Use of nose wheel steering tiller during take-off roll.

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- FMA callouts late or missed.


- FMA callouts not acknowledged.
- Thrust set call missed or made before parameters stabilized and checked.
- Half forward stick not applied at initial takeoff roll, and not released after 100 kts.
- Hands position.
- Positive climb call made or order gear up without confirmation on vertical speed indicator and altimeter.
- Too high rate of rotation (exceed 3 degrees/sec).
- Not continuous rotation. Aircraft stop at intermediate pitch attitude (approx 10-12°NU).
- Pitch attitude exceed 18°NU during takeoff.
- Flaps/Slats retraction while the aircraft is not in acceleration phase or speed below F or S on PFD.

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Index

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