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‐ Runway line up not considered.
When the aircraft speed is at or above 100 kt, it may become hazardous to reject a takeoff.
Therefore, when the aircraft speed approaches V1, the Captain should be “Go-minded” if none of
the main failures quoted below (“Above 100 kt and below V1”) have occurred.
DECISION MANAGEMENT
�� Below 100 kt:
The decision to reject the takeoff may be taken at the Captain’s discretion, depending on the
circumstances.
Although we cannot list all the causes, the Captain should seriously consider discontinuing
the takeoff, if any ECAM warning/caution is activated.
Note: The speed of 100 kt is not critical: It was chosen in order to help the Captain make
his decision, and to avoid unnecessary stops from high speed.
To be continued on next page
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
OPERATING TECHNIQUES
A318/A319/A320/A321 FLEET PRO-ABN-10 P 2/22
FCOM 19 AUG 10
REJECTED TAKEOFF (Cont'd)
�� 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 red ECAM warning.
5. Any amber ECAM caution listed below:
‐ F/CTL SIDESTICK FAULT
‐ ENG FAIL
‐ ENG REVERSER FAULT
‐ ENG REVERSE UNLOCKED
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.
PROCEDURE DURING A REJECTED TAKEOFF
CAPT F/O
CALL............................................................................"STOP"
Simultaneously:
THRUST LEVERS...........................................................IDLE
REVERSE THRUST............................................MAX AVAIL. BRAKE RESPONSE..........................................MONITOR
REVERSE.......................................................... CONFIRM
ANY AUDIO..........................................................CANCEL
Aircraft stopped
Consider positioning the aircraft to keep any possible fire away from the fuselage.
REVERSE................................................................ STOWED ATC.......................................................................INFORM
PARKING BRAKE........................................................APPLY EMER EVAC checklist......................................... LOCATE
To be continued on next page
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
OPERATING TECHNIQUES
A318/A319/A320/A321 FLEET PRO-ABN-10 P 3/22
FCOM 19 AUG 10
REJECTED TAKEOFF (Cont'd)
CAPT F/O
Set parking brake ON after aircraft stops.
PA call........................."ATTENTION CREW! AT STATIONS"
CALL.........................................................."ECAM ACTIONS" ECAM ACTIONS..................................................INITIATE
The aircraft should remain stationary while the crew evaluates the situation.
Evacuation phase
If required, Refer to QRH/ABN-80 EMERGENCY
EVACUATION Checklist for evacuation. Inform ATC of intention and required assistance.
REVERSERS : 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.
Note: 1. 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. Do not attempt to clear the runway, until it is absolutely clear that an
evacuation is not necessary and that it is safe to do so.
2. If the autobrake is unserviceable, 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
　
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