REJECTED TAKEOFF 

Captain Decision Before V1 - "STOP" or "ABORT" or "REJECT"

Captain Actions - Simultaneously:
• Close Thrust Levers and disengage A/T,
• Apply Maximum Manual Brakes or Verify RTO Autobrakes operation,
• Manually raise the Speebrakes Lever,
• Apply maximum Reverse Thrust to stop the aircraft,
• Apply Parking Brakes and stow the Reverse. 

 

First Officer Actions:
• Note the brakes on speed;
• Call "SPEED BRAKES UP" or "...NOT UP"
• Call "REVERSE NORMAL" or "ABNORMAL INDICATIONS"
• Verify Captain actions and call out any omissions,
• Call "Autobrakes disarm" lights
• Select Flaps 40, after parking brakes set
• Inform ATC about the reject and communicate position and condition.

 

 

WIND SHEAR ESCAPE MANEUVERS
PITCH 15° UP

Aural Alarms:

  1. PREDICTIVE WINDSHEAR: "Monitor radar display/Windshear Ahead" -  GO-AROUND or ESCAPE MANOEUVRE
  2. REACTIVE WINDSHEAR (Two-tone): "WINDSHEAR, WINDSHEAR" - Mandatory ESCAPE MANOEUVERS

 

During TAKEOFF:
(“WINDSHEAR AHEAD, WINDSHEAR AHEAD” aural):

  • BEFORE V1, REJECT TAKEOFF
  • AFTER V1, perform Windshear Escape Maneuver.

After TWO Windshear is not possible to continue the approach to the destination

 

Manoeuvre: MANUAL FLIGHT

1) Disengage AUTOPILOT
2) TO/GA Push
3) MAXIMUM THRUST  Aggressively applied
4) AUTOTHROTTLE Disengage
5) WINGS LEVEL and PITCH attitude of 15° UP
6) Retract SPEEDBRAKES
7) Don’t change flaps or gear configuration

  

Manoeuvre: AUTO FLIGHT

1) TO/GA switch push twice
2) SPEEDBRAKES
3) Don’t’change flaps or gear configuration





UPSET RECOVERY  – 10°/25°/45°

Pitch attitude greater than 25 ° nose UP

Pitch attitude greater than 10 ° nose DOWN

A bank angle greater than 45 °

Less than the above parameters but flying with AIRSPEED inappropriate for the conditions.

An upset condition is considered any time an aeroplane diverts from the intended aeroplane state.

 

NOSE HIGH     ⬇    DOWN & ROLL

1) Disengage AUTOPILOT and AUTOTHROTTLE
2) Apply NOSE-DOWN elevator
3) Apply Appropriate Nose DOWN TRIM
4) Reduce thrust
5) Roll (adjust bank angle) to obtain a nose-down pitch rate
6) ROLL to WINGS LEVEL and adjust THRUST, when approaching the horizon
7) Establish the correct Pitch ATTITUDE

 

NOSE DOWN     ⬌   ROLL & UP

1) Disengage AUTOPILOT and AUTOTHROTTLE
2) Recover from the stall, if needed
3) ROLL WINGS LEVEL in the shortest direction
4) Apply NOSE-UP elevator
5) Apply NOSE-UP TRIM, if required.
6) Adjust thrust, if needed





STALL –   ⬇   Nose down

1) Hold the control column.
2) Disengage AUTOPILOT and AUTOTHROTTLE.
3) Gently apply the NOSE DOWN elevator until the stop of buffet or stick shaker.
4) LEVEL WINGS using the shortest direction.
5) ADVANCE THRUST levers if needed.
6) Retract speed brakes.
7) Don't change Configuration
8) Check AIRSPEED and adjust THRUST
9) Set correct PITCH ATTITUDE, return to Flight Path and Re-engage the Automation





TERRAIN

GPWS CAUTION
For any of the following aural alerts,
correct the Flight Path, airplane configuration, or airspeed:

• SINK RATE
• TERRAIN
• DON'T SINK
• TOO LOW FLAPS
• TOO LOW GEAR
• TOO LOW TERRAIN
• GLIDESLOPE
• BANK ANGLE
• CAUTION TERRAIN
• CAUTION OBSTACLES
• AIRSPEED LOW (IF PROVIDED WITH AURAL)

 

GPWS - PULL UP – Max thrust + PITCH 20° UP

"PULL UP" - " OBSTACLES PULL UP" 

1) Hold the control column
2) Disengage AUTOPILOT and AUTOTHROTTLE
3) Apply MAXIMUM THRUST
4) Rotate to an initial PITCH UP 20° Attitude and Simultaneously roll WINGS LEVEL
5) Retract speed brakes
6) If obstacle remains a threat, continue pitch up rotation up to limit indicator, stick shaker or initial buffet
7) Do not change gear or flap configuration

 

 



 NON-STABLE - GO AROUND

  • PF – PRESS TO/GA, "GO AROUND, FLAPS 15, SET GO-AROUND THRUST"
  • PM - SET N1 90% OR VERIFY A/T IS SETTING GA N1 – SET FLAPS 15
  • PF - "GEAR UP",   PM – GEAR UP "POSITIVE RATE"
  • PF - WHITE BAND (1000AAL) – “BUG UP”, and retract the FLAPS.
  • PM - "FLAPS UP NO LIGHTS", REMOVE HANDS FROM FLAPS LEVER
  • PF - Verify LNAV or HDG SEL, ask for VNAV, select CMD, "AFTER TAKEOFF CHECKS"

 

Depending on various SOPs, A GO-AROUND SHALL ALWAYS BE MADE:

  • NON STABLE (Below VREF or above VREF+20 - Lateral Maneuvering not completed below 300ft AAL - Inappropriate thrust - Vertical Seed more than 1000ft/min - Landing Checklist not completed)
  • ENGINE FAILURE IN IMC Below 1000ft
  • Significant DEVIATION from path Below 1000ft
  • FLAP LOAD RELIEF after the landing gate
  • TOO LOW GEAR, TOO LOW FLAP
  • RAAS: UNSTABLE, TAXIWAY, LONG LANDING short runway, OVERRUN
  • Instruction of ATC
  • Discretion of CPT

 



 

TCAS TA (Traffic Advisory) Actions
40 Seconds from collision

Monitor Navigation Display and Traffic and be ready for a Resolution Advisory.

TCAS RA (Resolution Advisory) Actions
25 Seconds from collision

1) AUTOPILOT ................................. Disconnect
2) AUTOTHROTTLE........................... Disconnect
3) RESPOND TO THE TCAS RA:

  • Climb: Initiate a climb if the RA indicates a "Climb" advisory.
  • Descend: Initiate a descent if the RA indicates a "Descend" advisory.
  • Level Off: If the RA indicates "Level Off," maintain altitude.

CONTROL INPUTS:

  • Perform the required flight control inputs gently and promptly.
  • Adjust the vertical speed to comply with the RA without automations.
  • Avoid making large or rapid changes to the aircraft configuration.

After the RA

Once the TCAS RA is no longer active, and you have cleared the potential conflict:

  • Return to Normal Flight Operations: You can re-engage the autopilot (if needed) and follow the appropriate return to normal flight.
  • ATC Inform: "Callsign, Clear of Conflict, returning to... (assigned clearance)" or "....(assigned clearance) Resumed" 

Important Notes

Pilots should never disregard or reverse a TCAS RA, as this could lead to a collision.

At fligh level 410 don't be scared of the maximum level, you must FOLLOW TCAS RA

When an RA occurs the Flight Crew must notify the appropriate ATC unit in the following manner: “Callsign, TCAS RA”

If the pilot is unable to comply with an ATC clearance the appropriate response is “Callsign – Unable TCAS RA”





ENGINE OUT LOW ALTITUDE  

  1. Below 400FT - GEAR UP - CANCEL WARNINGS
  2. Above 400FT - HDG SELECT, COMPLETE MEMORY ITEMS, FLY ENGINE OUT PATH
  3. MFRA - BUG UP,  RETRACT FLAPS
  4. FLAPS UP, NO LIGHT - LVL CHG, MCT (N1 CON), CLIMB TO MSA with AUTOPILOT 
  5. INFORM ATC MAYDAY
  6. GO BACK AND HOLD OVER AIRPORT
  7. Above MSA – NNC QRH, AFTER TAKEOFF CHECKS,

 

 

HOLDING ENGINE OUT

P.I.O.S.E.E. + A.C.P (Inform Atc, Cabin, Passengers)

  • PROBLEMS      - ex. land nearest suitable airport
  • INFORMATION     - ex. Engine failure, weather,….
  • OPTIONS      - ex. The airport is available….
  • SELECT      - select, brief and insert destination in CDU
  • EXECUTE --> ATC NOTIFY, CABIN advice NITS, PA/PAX NOTIFY - "…Diversion for operational reasons..."
  • EVALUATE   -  ex. is the fuel still enough? do we have WX deterioration? are we missing something?

 

 

N.I.T.S      - Cabin Crew Breifing: “This is a NITS briefing please listen carefully.”

  • The NATURE of the problem is …
  • My INTENTIONS are…
  • The TIME available is…
  • SPECIAL Instruction are…

 

 

 

 

 

Legal Notice: This guide was created independently for reference and educational use. It has no connection to Boeing or any airline. It is intended to support, not replace, certified procedures or manuals.