STAGE PL:

FO BENTAYEB Hichem
Secteur A330
Staff ID 34847
CPL 1354

SEANCE DE VOL NO 05

"DECOLLAGE 1"

Rappel des vitesses – distances et pentes

Vitesses

VEF
The calibrated airspeed at which the critical engine is assumed to fail. It is used for the purpose
of performance calculations. It is never less than VMCG. The speed VEF is a rather strange one. As per
the certification specification definition, VEF means the speed at which the critical engine is assumed to
fail during take-off. VEF is selected by the aeroplane manufacture for purposes of certification testing,
primarily to establish the range of speeds from which V1 may be selected and secondly to help determine
the accelerate stop distance required.
Lets us try and explain what VEF is all about.
The definition of V1 is the speed at which, if the failure of the critical engine was recognised, there
is sufficient distance remaining to either abandon the take-off or continue the take-off. However,
recognising that the engine has failed does take time, in fact it’s about 1 second. Therefore to
recognise the engine failure at V1, the engine must have failed about 1 second before V1. The
speed, at which the critical engine fails, so that it may be recognised at V1, is called VEF .

V1 – DECISION SPEED
This is by far the most important speed in the take-off for Class A aeroplanes. V1 is called the
decision speed. It is so called because V1 determines the outcome of a critical decision that must
be made following an engine failure or other major critical systems failure.
V1 is defined as being the maximum speed at which the pilot must take the first action in order
to stop the aeroplane within the remaining accelerate stop distance. V1 is also the minimum
speed following engine failure that the pilot is able to continue the take-off within the remaining
take-off distance.
VGO is the lowest decision speed from which a continued take-off is possible within the take-off
distance available. VSTOP is the highest decision speed from which the aeroplane can stop within
the accelerate-stop distance available. These two speeds are the extremes of V1.

There are some rules about the speed for V1. These are shown in CAP 698 on page 2 of section
4 alongside the V1 definition. It states that V1:
Ø may not be less than VEF plus the speed gained with the critical engine inoperative for
the time between engine failure and the point at which the pilot applies the first means
of retardation.
Ø must not exceed VR
Ø must not exceed VMBE
Ø must not be less than VMCG
If the engine were to fail before V1, then the decision would be to abort the take-off. The reason
is because, with only one engine operating, there would be insufficient take-off distance left to
accelerate the aeroplane to the screen height. If the engine were to fail after V1, the decision is
to continue the take-off. The reason is because the aeroplane is travelling too fast to be able to
stop within the remaining accelerate stop distance available. In order to understand how V1 is
derived, we need to consider a graph which is shown in figure 13.1. This graph plots the takeoff
distance required and accelerate stop distance required based on a varying engine failure
speed.

VMCG - Ground Minimum Control Speed

VMCG is short for the ground minimum control speed, and it is described for you in CAP 698 at
the bottom of page 3 section 4. It states VMCG is the minimum speed on the ground at which the
take-off can be safely continued, when the critical engine suddenly becomes in-operative with
the remaining engines at take-off thrust. Let’s try and understand what this actually means.
When an engine fails, the remaining engine still generates thrust and this causes the aeroplane
to yaw away from the live engine. The amount of yaw is a function of the amount of thrust the
live engine is generating. Greater thrust from the live engine would generate more yaw. The
only way to counteract this is to use the ailerons and the rudder to try and steer the aeroplane in
the right direction. However, when the aeroplane is on the ground, you cannot use the ailerons
to control the yaw otherwise you might bank the wing into the ground. Therefore the only
available aerodynamic surface left to control the asymmetric yaw is the rudder. However, for
the rudder to be effective enough at controlling the yaw, there must be sufficient airflow over it
to ensure it has the required aerodynamic force. This minimum airflow speed over the rudder is
VMCG. If the engine were to fail below this speed, then there is insufficient flow over the rudder
to counteract the asymmetric yaw and therefore it is not possible to continue the take-off.
The only factor that controls the value of VMCG is thrust, and since take-off thrust is more or less
constant, then the only variable on the amount of take-off thrust generated is air density. The
higher the air density, the more thrust that can be generated and therefore the more yaw that is
generated when the engine fails, therefore the airflow over the rudder must be faster to make
the rudder effective enough to counteract the yaw.
The effect of air density on VMCG can be seen by looking at the second table from the bottom on
page 18 and 19 of section 4 in CAP 698. This table shows the variable of temperature on one side
and the variable of pressure altitude on the other. Look at the VMCG in the table and notice that
at low temperatures and low pressure altitudes where the air density would be high, the value
of VMCG is also high. Therefore we can say that as density increases, VMCG increases. Although VMCA
is the minimum control speed in the air, the factors that affect VMCA can for the purpose of the exam, are
the same as for VMCG.

VMCA / VMC - Air Minimum Control Speed

The air minimum control speed. The minimum flight speed at which the aeroplane is controllable,
with a maximum of 5° bank, when the critical engine suddenly becomes inoperative with the
remaining engines at take-off thrust.

VMCL - Landing Minimum Control Speed

The minimum control speed during landing approach. The minimum speed with a wing engine
inoperative where it is possible to decrease thrust to idle or increase thrust to maximum take-off
without encountering dangerous flight characteristics.

VMBE - Maximum Brake Energy Speed

We stated that there were two particular speeds that can influence V1. One of them was VMCG
which we just discussed the other was VMBE. Turning back to the top of page 3 of section 4 of
CAP 698 you can see the description of VMBE. VMBE is the maximum brake energy speed and it
represents the maximum speed on the ground from which an aeroplane can safely stop within
the energy capabilities of the brakes. Essentially this means that if the take-off was abandoned
at a speed higher than VMBE, and maximum braking force was applied, the brakes would not
be able to safely bring the aeroplane to a stop regardless of how much runway was left. The
brakes would most probably catch fire, melt and or disintegrate.You do need to be aware of the factors
that control VMBE, but luckily, most manuals, and indeed
CAP 698 has a VMBE graph or table with all the variables and factors on it that can affect VMBE.
The graph concerned is on page 15 of section 4. If you need to see the effect of a variable, for
example, mass, simply work through the graph but use two different masses. In this case the
heavier mass has reduced VMBE. The variables that affect VMBE are pressure altitude, ambient air
temperature, mass, slope and wind. Carefully examine each of these factors so you can see for yourself
how they change VMBE. Remember, CAP 698 is for use in the exam, so if there are any questions which
relate to VMBE, you can rest assured that a lot of information on VMBE is already in front of you.

VMCG - V1 –VMBE
Having looked at VMBE and VMCG we are now better placed to understand why these two speeds play a
role in influencing V1. According to the rule, V1 must not be less than VMCG.

VMU - Minimum Un-stick Speed

The speed VMU is defined as the minimum un-stick speed. VMU is slowest calibrated airspeed, at which,
the aeroplane can safely lift off the ground, and continue the take-off. However, despite
VMU being the lowest speed the aeroplane can safely lift off the runway, in actual operating
conditions, the aeroplane does not lift off at this speed. The aeroplane is flown so that it actually
lifts-off at a slightly faster speed. The reason is because VMU is very close to the stall speed, the
aeroplane controllability is very “sloppy”, and lastly, in order to actually lift off at VMU some
fairly dramatic actions take place which may be uncomfortable for the passengers.
It may seem strange, but the aeroplane is actually able to lift at a speed where lift is less than
weight.
The reason being because, so long as the nose can be raised to high enough attitude, then there
is a vertical component of thrust which, together with lift, balances weight. The amount of this
vertical thrust is controlled in part by the amount of thrust generated, but also by the amount
of nose up attitude the aeroplane can attain. This nose up attitude may be limited by the power
of the elevator to push the tail plane down, or by the tail plane striking the runway in what is
described as a tail strike.
Hopefully now you are able to realise why it is unwise in operational conditions to lift the
aeroplane off the ground at VMU. The actual speed the aeroplane will lift off, in operational
flights, is called VLOF and we will discuss this speed next.

VLOF - Lift-off Speed

VLOF means the lift-off speed. VLOF is the calibrated airspeed at which the aeroplane first becomes
airborne which is at the moment when the main wheels have left the runway. VLOF should be faster than
the minimum unstuck speed VMU. The margin above VMU is determined by several factors.
For example, VLOF must not be less than 110% of VMU in the all engines- operating condition and 105%
of VMU in the one engine inoperative condition. However, if the attitude of aeroplane in
obtaining VMU was limited by the geometry of the aeroplane (i.e., tail contact with the runway),
VLOF must not be less than 108% of VMU in the all-engines operating condition and 104% of VMU in the
one engine inoperative condition.

VR - Rotation Speed
Rotation speed, VR, is the speed at which the pilot initiates action to raise the nose gear off the
ground, with the intention of becoming airborne. The pilot action is to pull back on the control
column. This action deflects the horizontal stabilizer to create a downward aerodynamic
force. This force rotates the aeroplane about its lateral axis and will raise the nose wheel off the
ground.
VR may not be less than
Ø V1
Ø 1.05 VMC
Ø a speed such that V2 may be attained before 35ft.
Ø a speed such that if the aeroplane is rotated at its maximum practicable rate will result
in a VLOF of not less than 1.1 VMU (all engines operating) or 1.05VMU (engine inoperative)
[ if the aeroplane is geometry limited or elevator power limited these margins are 1.08
VMU (all engines) and 1.04 VMU (engine inoperative)]

V2 - Take-Off Safety Speed

The speed V2 is called the take-off safety speed. On page 3 of section 4 of CAP 698 it states that
V2 is the target speed to be attained with one engine inoperative. In other words, V2 must be
reached at or prior to the screen height. Why is V2 called the take-off safety speed, what is safe
about reaching it?
There are two main speeds which when flying close to, may be unsafe. The first of these is stall
speed and the second is the minimum control speed. Therefore, in order for V2 to be called
a safe speed it must be a faster than these speeds. There is another reason why V2 is called
the take-off safety speed. In the event of engine failure, V2 must be flown until the aeroplane
reaches 400 ft. Therefore, the other safe feature about V2 is that the aeroplane is able to achieve a
positive climb. In fact, V2 is the slowest speed which will enable the aeroplane to have sufficient
excess thrust to climb above the minimum acceptable climb gradients.
V2 may not be less than:
Ø V2MIN
Ø VR plus the speed increment attained up to 35 ft.

To analyse all the factors that can affect V2 turn to page 18 and 19 of section 4 in CAP 698. You
will recall from a similar discussion on V1 and VR that these pages can show the effect of mass,
configuration and density on V2. So ensure you can use these pages to see for yourself how
these factors change V2.
Once V2 is calculated by the pilots it can be entered into the flight management computer just
like V1 and VR were. Having done this V2 will be displayed to the pilots in the speed scale on the
left hand side of the Primary Flight Display or Electronic Attitude Director Indicator.

V3
The steady initial climb speed with all engines operating.

THE TAKE-OFF RUN AVAILABLE (TORA)

The take-off run available is the distance from the point on the surface of the aerodrome at
which the aeroplane can commence its take-off run to the nearest point in the direction of takeoff
at which the surface of the aerodrome is incapable of bearing the weight of the aeroplane
under normal operating conditions. At most aerodromes the take-off run available is the length
off the runway from threshold to threshold.

THE TAKE-OFF DISTANCE AVAILABLE (TODA)

The take-off distance available is the take-off run available plus any clearway (TORA + Clearway).
If there is no clearway at the aerodrome then the take-off distance available will be the same
length as the take-off run available.
The take-off distance available must be compared to the aeroplanes actual take-off distance.
The requirements for take-off state that the aeroplane must be able to complete the take-off
within the take-off distance available. Although clearways can be of any length, there is a limit
to the amount of clearway that can be used when calculating the TODA. The maximum length
of clearway is this case cannot be more than half the length of TORA.

THE ACCELERATE-STOP DISTANCE AVAILABLE OR EMERGENCY DISTANCE

AVAILABLE (ASDA/EMDA)
The accelerate-stop distance available is the length of take-off run available plus any stopway
(TORA + Stopway). If there is no stopway at the aerodrome then the accelerate-stop distance
available will be the same length as the take-off run available.
The accelerate-stop distance available must be compared to the aeroplanes actual accelerate
stop distance. The requirements for take-off state that the aeroplanes accelerate-stop distance
must not exceed the accelerate-stop distance available.

Pente
1er segment Pas de pente
2eme segment 2.4%
3eme segment 1.2%

4eme final (idem) 1.2%

Pente mini decollage depart 3.3% tous moteurs en fonctionnement

Limitation au décollage

MAXIMUM TAKE-OFF MASS

Consideration of the mass determined by the field length available, the climb requirement, the
tyre speed limit, and the brake energy limit will determine the maximum mass for take-off. It will
be the lowest of the masses given by the above limitations. This mass is called the Performance
Limited Mass. The Performance Limited Mass must then be compared to maximum structural
mass and the lower of the two masses is then selected as the take-off mass. This mass is known
as the Regulated Take-off Mass. If there are obstacles to be considered on the take-off flight path this
may determine a further limitation on take-off mass. Analysis of obstacle clearance limited mass is
examined in Chapter 15.

Calcul de poussée adapté – cas d’annulation

TAKE-OFF WITH REDUCED THRUST

The third additional type of procedure is probably the most common and it is referred to by
many different names and is detailed on page 31 of section 4 in CAP 698. Use this page to help
you, it describes all the relevant information you need for you. So again, don’t worry about
having to remember all the information about it.
This third procedure is referred to as the reduced thrust take-off, variable thrust take-off or
assumed temperature take-off. However, Airbus uses the term Flexible take-off. The main
reason for doing this procedure is to preserve engine life and also to help reduce noise. The
procedure can be used any time the actual take-off mass is less than the maximum permissible
take-off mass and that there is an available distance that greatly exceeds that which is required.
The maximum reduction in thrust from the full rated take-off thrust value is 25%.

Take-off with reduced thrust is not permitted with:

Ø icy or very slippery runways
Ø contaminated runways
Ø ant-skid inoperative
Ø reverse thrust inoperative
Ø increased V2 procedure
Ø PMC off
Reduced thrust take off procedure is not recommended if potential windshear conditions exist.

PROCEDURE
Essentially this procedure involves pretending or assuming that the temperature is a lot hotter
than it actually is. Imagine for the moment that the outside air temperature was continually
increasing and as a result the thrust produced by the engines continually decreasing. There will
eventually be a temperature beyond which there will be insufficient thrust to complete a takeoff.
This temperature is then used as the assumed temperature and the thrust equating to this
temperature is then set as the take-off thrust.
The procedure described below can also be found in CAP 698 on page 31 of section 4.
It is first necessary to determine the most limiting performance condition. The only common
parameter to enable comparison is that of temperature. Thus the maximum permissible
temperature must be calculated for the actual take-off mass from each of the following:
Ø field limit graph
Ø climb limit graph
Ø tyre-speed limit graph
Ø obstacle limit graph
From these temperatures, select the lowest and ensure that it does not exceed the environmental
limit. If it does, then the environmental limit becomes the assumed temperature.
a) Calculate the maximum assumed temperature from Figure 4.17 a or b, as appropriate.
Enter the left column with the actual ambient temperature and read the maximum temperature in the
column appropriate to the aerodrome pressure altitude.
b) From Figure 4.17c on bottom line, determine the minimum assumed temperature for the aerodrome
pressure altitude.
c) From the same table, for the assumed temperature to be used, determine the maximum take-off % N1.
Add 1.0% N1 if air conditioning packs are off. The assumed temperature used must neither exceed the
maximum from paragraph a) above nor be below the minimum from paragraph b) above.
d) Enter the left column of Figure 4.17d with assumed temperature minus ambient temperature. Travel
right along the line to the column appropriate to the ambient temperature, interpolating if necessary. Read
the % N1 adjustment.
e) Subtract the value determined at paragraph d) from that at paragraph c) to determine the % N1 to be
set at take-off.

Panne moteur au décollage

AIRCRAFT HANDLING
If an engine fails after V1 the takeoff must be continued. The essential and primary tasks are
linked to aircraft handling. The aircraft must be stabilized at the correct pitch and airspeed, and
established on the correct track prior to the initiation of the ECAM procedure.
ON THE GROUND:
Rudder is used conventionally to maintain the aircraft on the runway centreline.
At VR, rotate the aircraft using a continuous pitch rate towards an initial pitch attitude of 12.5 °.
The combination of high FLEX temperatures and low VR speeds requires precise handling
during the rotation and liftoff. The 12.5 ° pitch target will ensure the aircraft becomes airborne.
WHEN SAFELY AIRBORNE:
The SRS orders should then be followed which may demand a lower pitch attitude to acquire or
maintain V2.
With a positive rate of climb and when the radio height has increased, the PM will call "positive
climb". This will suggest to the PF for landing gear retraction.
Shortly after lift off, the Lateral normal law commands some rudder surface deflection to
minimize the sideslip (there is no feedback of this command to the pedals). Thus, the lateral
behavior of the aircraft is safe and the pilot should not be in a hurry to react on the rudder
pedals and to chase the beta target.
The blue beta target will replace the normal sideslip indication on the PFD. Since the lateral
normal law does not command the full needed rudder surface deflection, the pilot will have to
adjust conventionally the rudder pedals to center the beta target.
When the beta target is centred, total drag is minimized even though there is a small amount
of sideslip. The calculation of the beta target is a compromise between drag produced by
deflection of control surfaces and airframe drag produced by a slight sideslip. Centering the beta
target produces less total drag than centering a conventional ball, as rudder deflection, aileron
deflection, spoiler deployment and aircraft body angle are all taken into account.
The crew will keep in mind that the yaw damper reacts to a detected side slip. This means
that, with hands off the stick and no rudder input, the aircraft will bank at about 5 ° maximum
and then, will remain stabilized. Thus, laterally, the aircraft is a stable platform and no rush is
required to laterally trim the aircraft. Control heading conventionally with bank, keeping the beta
target at zero with rudder. Accelerate if the beta target cannot be zeroed with full rudder. Trim
the rudder conventionally.
The use of the autopilot is STRONGLY recommended. Following an engine failure, the rudder
should be trimmed out prior to autopilot engagement.

Once AP is engaged, the rudder trim is managed through the AP and, hence, manual rudder
trim command, including reset, is inhibited.
THRUST CONSIDERATIONS
Consider the use of TOGA thrust, keeping in mind the following:
‐ For a FLEX takeoff, selecting the operating engine(s) to TOGA provides additional performance
margin but is not a requirement of the reduced thrust takeoff certification. The application of
TOGA will very quickly supply a large thrust increase but this comes with a significant increase
in yawing moment and an increased pitch rate. The selection of TOGA restores thrust margins
but it may be at the expense of increased workload in aircraft handling.
‐ For a derated takeoff  , the flight crew cannot apply asymmetric TOGA thrust if the speed is
below F, due to VMCA considerations.
WARNING If the takeoff is performed at derated takeoff thrust, selecting TOGA at a speed
below F can lead to loss of control of the aircraft.
‐ Takeoff thrust is limited to 10 minutes.
PROCEDURE
INITIATION OF THE PROCEDURE
The PM will closely monitor the aircraft's flight path. He will cancel any Master Warning/Caution
and read the ECAM title displayed on the top line of the E/WD.
Procedures are initiated on PF command.
No action is taken (apart from cancelling audio warnings through the MASTER WARNING light)
until:
‐ The appropriate flight path is established and,
‐ The aircraft is at least 400 ft above the runway.
A height of 400 ft is recommended because it is a good compromise between the necessary
time for stabilization and the excessive delay in procedure initiation.
Priority must be given to the control of the aircraft trajectory. Once the PF has stabilized the
flight path, the PM confirms the failure and the PF orders ECAM actions.
The flight crew should delay the acceleration for securing the engine. An engine is considered
as secured when the ECAM actions of the procedures are performed until:
‐ "ENG MASTER OFF" for an engine failure without damage
‐ "AGENT 1 DISCH" for an engine failure with damage
‐ Fire extinguished or "AGENT 2 DISCH" for an engine fire.

Note: If the decision has been taken to delay the acceleration, the flight crew must not
exceed the engine out maximum acceleration altitude. (The engine out maximum
acceleration altitude corresponds to the maximum altitude that can be achieved with
one engine out and the other engine(s) operating at takeoff thrust for a maximum of 10
min.)
ACCELERATION SEGMENT
At the engine-out acceleration altitude, push ALT pb  or push the V/S knob to level off and
allow the speed to increase. If the aircraft is being flown manually, the PF should remember
that, as airspeed increases, the rudder input needed to keep the beta target centred will reduce.
Retract the flaps as normal. When the flap lever is at zero, the beta target reverts to the normal
sideslip indication.
FINAL TAKE-OFF SEGMENT
As the speed trend arrow reaches Green Dot speed, pull for OPEN CLIMB, set THR MCT when
the LVR MCT message flashes on the FMA (triggered as the speed index reaches green dot)
and resume climb using MCT. If the thrust levers are already in the FLX/MCT detent, move
levers to CL and then back to MCT.
When an engine failure occurs after take-off, noise abatement procedures are no longer a
requirement. Additionally, the acceleration altitude provides a compromise between obstacle
clearance and engine thrust limiting time. It allows the aircraft to be configured to Flap 0 and
green dot speed, which provides the best climb gradient.
Once established on the final takeoff flight path, continue the ECAM (consider OEB, if
applicable). When the STATUS is displayed, the AFTER TAKEOFF/CLIMB checklist should be
completed and both the computer reset and engine relight (if no damage) considered. STATUS
should then be reviewed.
ONE ENGINE OUT FLIGHT PATH
The one engine out flight path will be flown according to the take-off briefing made at the gate:
‐ The EOSID (with attention to the decision point location)
‐ The SID
‐ Radar vector...

Arrêt décollage
FACTORS AFFECTING THE REJECTED TAKEOFF (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
‐ Brakes not being fully applied
‐ 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, the takeoff briefing should be confirmed. Any change to the planned conditions
requires 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.
Ident.: PR-AEP-MISC-C-00020263.0002001 / 04 JUN 19
DECISION MAKING
A rejected takeoff is a potentially hazardous manoeuvre and the time for decision making is
limited. It is not possible to list all the factors that could lead to the decision to reject the takeoff.
However, in order to help the Captain to make a decision, the ECAM inhibits the warnings that are
not essential from 80 kt to 1 500 ft (or 2 min after lift-off, whichever occurs first). Therefore, any
warning received during this period must be considered as significant.
SPEED CONSIDERATIONS
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 decision to reject the takeoff may be taken at the Captain's discretion, depending on
the circumstances.
The Captain should seriously consider discontinuing the takeoff, if any ECAM
warning/caution is activated.
 Above 100 kt, and below V1:
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 V1. At these
speeds, the Captain should be "go-minded" and very few situations should lead to the
decision to reject the takeoff:
1. Fire warning, or severe damage
2. Sudden loss of engine thrust
3. Malfunctions or conditions that give unambiguous indications that the aircraft will not fly
safely
4. Any ECAM alert.
Exceeding the EGT red line or nose gear vibration should not result in the decision to reject
takeoff above 100 kt.
In case of tire failure between V1 minus 20 kt and V1, unless debris from the tires has
caused serious engine anomalies, it is far better to get airborne, reduce the fuel load, and
land with a full runway length available.
The V1 call has precedence over any other call.

 Above V1:
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 V1 speed. It is therefore recommended that the Captain keeps his
hand on the thrust levers until the aircraft reaches V1, whether he is Pilot Flying (PF) or Pilot
Monitoring (PM).
‐ 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".
‐ 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".
Ident.: PR-AEP-MISC-C-00020266.0001001 / 30 AUG 18
RTO TECHNIQUE
Should a RTO procedure is initiated, the following task sharing will be applied.

(1) : Full reverse may be used until coming to a complete stop. But, if there is enough runway
available at the end of the deceleration, it is preferable to reduce reverse thrust when
passing 70 kt

(2) : ‐ Announcing the deceleration means that the deceleration is felt by the crew, and
confirmed by the Vc trend on the PFD. The deceleration may also be confirmed by the
DECEL light (if the autobrake is on). However, this light only comes on when the actual
deceleration is 80 % of the selected rate, it is not an indicator of the proper autobrake
operation. For instance, the DECEL light might not appear on a contaminated runway,
with the autobrake working properly, due to the effect of the antiskid.
‐ If a rejected takeoff is initiated and MAX auto brake decelerates the aircraft, the captain
will avoid pressing the pedals (which might be a reflex action).
‐ If the autobrake is inoperative or if the takeoff is rejected prior to 72 kt (autobrake
not active and no deployment of spoilers), the captain simultaneously reduces thrust
and applies maximum pressure on both pedals. The aircraft will stop in the minimum
distance, only if the brake pedals are maintained fully pressed until the aircraft comes
to a stop.
‐ If the brake response does not seem appropriate for the runway condition, FULL
manual braking should be applied and maintained. If IN DOUBT, TAKE OVER
MANUALLY.
‐ If normal braking is inoperative, immediately apply the Loss of Braking procedure
(Refer to FCOM/PRO-ABN-BRAKES [MEM] LOSS OF BRAKING)
After a rejected takeoff, if the aircraft comes to a complete stop using autobrake MAX, 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
and that it is safe to do so.

Décollage à différents braquages de volets

Procédure Anti – bruit : cas d’annulation

Procédures moindre bruit obligatoire sauf si (5) :

Départ : Piste contaminee
Visi < 1NM
Vent traversier > 15kt
Vent arriere > 5kt
Cisaillement de vent ou orage a proximite

2.1.1 A runway for take-off or landing, appropriate to the operation, may be nominated for noise
abatement purposes, the objective being to utilize whenever possible those runways that permit
aeroplanes to avoid noise-sensitive areas during the initial departure and final approach phases
of flight.
2.1.2 Runways should not be selected for noise abatement purposes for landing operations
unless they are equipped with suitable glide path guidance, e.g. ILS, or a visual approach slope
indicator system for operations in visual meteorological conditions.
2.1.3 A pilot-in-command prompted by safety concerns can refuse a runway offered for noise
preferential reasons.
2.1.4 Noise abatement shall not be determining factor in runway nomination under the following
circumstances:
a. if the runway surface conditions are adversely affected (e.g. by snow, slush, ice, water, mud,
rubber, oil or other substances);
b. for landing in conditions:
1. when the ceiling is lower than 150 m (500 ft) above aerodrome elevation or the visibility
is less than (1900 m); or,
2. when the approach requires vertical minima greater than 100 m (300 ft) above aerodrome
elevation and:
(a) the ceiling is lower than 240 m (800 ft) above aerodrome elevation; or
(b) the visibility is less than 3000 m;
c. for take-off when the visibility is less than 1900 m;
d. when wind shear has been reported or forecast or when thunderstorms are expected to
affect the approach or departure;
e. when the crosswind component, including gusts, exceeds 28 km/h (15 kt), or the tailwind
component, including gusts, exceeds 9 km/h (5 kt).

Décollage "Bleeds ON" - "Bleeds OFF"

If takeoff must be completed without air bleed from the engines (for performance reasons), but air
conditioning is desired, then APU bleed may be used with the packs set to ON. This will maintain
the engine performance level, and passenger comfort. In the event of an APU auto-shutdown during
takeoff, engine thrust is frozen until the thrust is manually-reduced. The packs revert to engine bleed
that causes an increase of EGT, in order to maintain N1/EPR.
If the takeoff is performed with one pack unserviceable, the procedure states to set the failed pack
to OFF. The takeoff may be performed with the other pack ON (if performances permit) with TOGA
or FLEX thrust, the pack being supplied by the onside bleed. In this asymmetric bleed configuration,
the N1 takeoff value is limited to the value corresponding to the bleed ON configuration and takeoff
performance must be computed accordingly.

Décollage à poussée adaptée (Flexible Take – OFF)

TAKEOFF PERFORMANCE
The use of FLEX thrust for takeoff on contaminated runways is prohibited. However, derated
thrust  may be used, as required, in order to optimize aircraft performance. When available, a
derated takeoff  thrust results in lower minimum control speeds and, therefore, in a lower V1. A
reduction in the minimum control speeds can sometimes enhance takeoff performance.
If anti-ice is used, the flight crew must apply the applicable performance penalty.
Slush, standing water, or deep snow reduces the aircraft takeoff performance, because of
increased rolling resistance and reduction in tire-to-ground friction. A higher flap setting increases
the runway-limited takeoff weight, but reduces the second segment limited takeoff weight.

Respect du SID

Vitesses max SID

A 120
B 165
C 265
D 290
E 300