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fully pressed until the aircraft comes to a stop.
3. If normal braking is inoperative, immediately switch the A/SKID & N/W STRG sw
OFF and modulate brake pressure, as required, at or below 1 000 PSI.
If the brake pedals were fully pressed when switching the A/SKID & N/W STRG sw
OFF, full pressure would be applied to the brakes.
4. After a rejected takeoff, if the aircraft comes to a complete stop using autobrake
MAX, release brakes prior to taxi by disarming spoilers.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
OPERATING TECHNIQUES
A318/A319/A320/A321 FLEET PRO-ABN-10 P 4/22
FCOM 19 AUG 10
REJECTED TAKEOFF
Applicable to: MSN,
GENERAL
The decision to reject the takeoff and the stop action is made by the Captain.
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 Not Flying (PNF). As soon as he decides to
abort, he calls “stop”, takes over control of the aircraft and performs the stop actions.
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).
Experience has shown that rejected takeoffs can be hazardous even if the performance is
correctly calculated, based on flight tests.
This may be due to the following factors:
Delay in Performing ‐ the stopping procedure.
‐ Damaged tires.
‐ Brakes worn, brakes not working correctly, or higher than normal initial brakes temperature.
‐ The brakes not being fully applied.
‐ A runway friction coefficient lower than assumed in computations.
‐ An error in gross weight calculation.
‐ 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 5/22
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
　
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