Aborted Takeoff - FO Duties

Verify: Throttles IDLE. A/Ts disengaged. Maximum BRAKES applied. Check S/B Handle full aft. When spoilers deploy: Call out - "DEPLOYED" If spoilers do not deploy (or fail to remain deployed): Call out - "NO SPOILERS" Reverse thrust applied. Apply forward pressure on the control column. Call out "80 KNOTS" and "60 KNOTS". Advise Control TOWER as soon as practical, especially during low visibility conditions. When the airplane is stopped, perform procedures as required. Consider the following: Advising F/As and passengers of the need to REMAIN SEATED or EVACUATE. Alerting FIRE EQUIPMENT. If aborting due to fire, in windy conditions, consider positioning the airplane so that the fire is on the downwind side. NOT setting the PARKING BRAKE unless passenger evacuation is necessary. Completion of CHECKLIST (if appropriate) for conditions which caused the RTO. The requirement for REMOTE PARKING. The decision to reject a takeoff solely with the Captain. The possibility of wheel FUSErests PLUGS melting. The Captain must make the decision, appropriate Advising the ground crew of the hotand brake hazard. procedures initiated, so that STOPPING ACTION CAN BEGIN BY V1. Once the decision to abort is made, the Review BRAKE COOLING Schedule for brake cooling time and precautions. Captain should clearly announce "Abort", assume control of theAborting airplane above and execute the can Aborted Takeoff procedure. The A takeoff discontinued below 80 knots is considered low speed. 80 knots create a hazardous condition First Officer shouldwheel not and tire due to high brake, abandon control of the airplane until the Captain makes a positive input on the controls. temperatures. PRIOR TO 80 KNOTS, the takeoff should be rejected for any of the following: Abnormally slow acceleration Activation of the Master Warning or Master Caution Engine failure Fire or fire warning If the airplane is unsafe or unable to fly Takeoff configuration warning System failure(s) Tire failure Unusual noise or vibration. airspeed indications disagree (taxi-t/o 25.1) ABOVE 80 KNOTS and PRIOR TO V1, the takeoff should be rejected for any of the following: Engine failure Fire or fire warning If the airplane is unsafe or unable to fly. During the takeoff, the crew member recognizing the malfunction will call it out clearly and precisely. Tire failures compromise both accelerate and stop distances: Prior to 80 knots, tire failures reduce acceleration capability and thus obstacle clearance once airborne. The takeoff should be discontinued. AUTOPILOT ...........................VERIFY ON Above 80 knots, tire failures reduce braking effectiveness and thus stopping capability. The takeoff should be continued. MCP ALTITUDE SELECTOR..... SET The inadvertent opening of a flight deck window during the takeoff roll is not considered an event that warrants an abort AUTOTHROTTLES ..................VERIFY ON above 80 knots. MCP PITCH MODE..................SELECT FL of CH The abort maneuver requires the maximum use all deceleration devices (brakes, reversers, spoilers) to ensure a safe stop on the remaining THROTTLES ......................... runway. Maintenance CLOSE Inspection: Heavy braking during an aborted takeoff can result in blown tires or melted SPEEDBRAKE HANDLE............FULL AFT fuse SMOKING/SEAT plugs, brake wear beyond limits, or damage to the airplane (e.g., flaps, NO BELTS SIGNS ........ON wheel wells, gear doors, hydraulic lines, anti-skid components, etc). DESCEND - STRT AHEAD or BANK (30 MAX) Following any abort above 80 knots, heavy weight abort, prolonged heavy weight taxi, or if maximum braking was used, AIRSPEED....................MAINTAIN VMO / MMO the tires, wheels, brakes, etc., MUST BE INSPECTED BY MAINTENANCE PRIOR TO ANY SUBSEQUENT TAKEOFF.

Aborted Takeoff - General information

Emergency Descent

BLEED SOURCE...................... VERIFY If depressurization is due to loss of engine bleed source, APU can provide bleed air source below 17,000 feet. CAUTIONS 757 - Speedbrakes may automatically retract to the 50% position when airspeed exceeds 330 KIAS. If this occurs, do not extend Speedbrake Handle beyond the 50% position until airspeed is less than 325 KIAS. 767 with WInglets - Speedbrakes may automatically retract to the 50% position when airspeed exceeds 320 KIAS. If this occurs, do not extend Speedbrake Handle beyond the 50% position until airspeed is less than 315 KIAS. Ensure level-off altitude provides adequate terrain clearance (check Grid MORA).

Engine Failure on Final Approach

The decision to continue the approach at normal landing flaps, to retract theflaps to 20, or execute a go-around is a decision that should be made immediately. Consider the following in making a decision: CONTINUING AT FLAPS 25/30 TO A LANDING Adequate thrust is available to maintain the approach profile should an engine failure occur on final approach with the flaps in the landing position. Continuing using flaps 25 or 30 might be preferable in some circumstances to retracting the flaps to 20, especially if the FAILURE OCCURS ON SHORT FINAL or landing on runways where stopping distance is critical. If the approach is continued at flaps 25 or 30, ADVANCE THE THRUST to maintain the appropriate speed. RETRACTING FLAPS TO 20 FOR LANDING This provides a better thrust margin, less thrust asymmetry and improved go-around capability but will destabilize the approach. If the decision is made to reduce the flap setting, increase the thrust to attain a flaps 20 speed. SPEED SHOULD BE INCREASED 15 kts over the previously set flaps 25 or 30 VREF. This is equal to at least VREF for flaps 20. Be aware of nose-up pitch change and increased sink rate when flaps are moved to 20. Use with caution when under 500 feet AGL at higher landing gross weight due to pitch change and increased thrust required to stop the resulting sink rate. If a go-around is required, maintain the additional 15 knots and select flaps 5, continue the usual engine inoperative goaround.

GPWS Alerts

Compliance with the following "Pull Up" maneuver is mandatory except in daylight visual meteorological conditions when the flight crew can immediately and unequivocally confirm safe terrain or obstacle clearance. Accomplish the following maneuver for activation of any of these alerts: "Terrain, Terrain, Pull Up" "Obstacle, Obstacle, Pull Up" "Pull Up" "Terrain, Pull Up" "Sink Rate, Pull Up" Immediately and simultaneously: A/P /A/T.........................................DISCONNECT THROTTLES.....................................FULL FORWARD PITCH............................................. ROTATE to 20 SPEEDBRAKES.................................. RETRACT Simultaneously roll wings level and rotate at a rate of approximately 3 per second to an initial pitch attitude of 20. If terrain remains a threat, continue rotation up to the pitch limit indicator or stick shaker or initial buffet. Keep wings level for best climb unless the terrain being avoided can be seen, as any angle of bank will decrease climb capability. Do not use Flight Director commands. Do not change gear or flap configuration until terrain separation is assured. When clear of terrain, slowly decrease pitch attitude and accelerate. Pilot-Monitoring responsibilities: - Verify maximum thrust. - Verify Speedbrake Handle is down. - Call out any trend towards terrain contact. - If terrain closure has not stopped, advise Pilot-Flying to increase pitch as required.

Moderate to Severe Turbulence Encounter

NOTE In areas of turbulence, fly the FMS optimum altitude when possible. Buffet margin and economy will be enhanced. Descend if necessary to improve buffet margin. SPEED .........................................TURB PENETRATION 290 KTS or MACH .78, whichever is slower. NOTE Below 10,000 feet, the greater of 250 knots or Clean Min. Man. may be used. ENGINE START SELECTORS ........................... CONT AUTOTHROTTLES ..........................................OFF NOTE Adjust throttles only if necessary to correct excessive airspeed variation or to avoid exceeding redline limits. Do not chase airspeed. AUTOPILOT ...................................... MONITOR Use the autopilot in turbulence. Closely monitor autopilot operation and be prepared to disconnect the autopilot only if the airplane does not maintain an acceptable attitude. If the autopilot disconnects, the pilot should smoothly take control and stabilize the pitch attitude. Fly attitude as the primary pitch reference. Sacrifice altitude to maintain attitude. Disregard the Flight Director Pitch Bar. Do not trim manually. After recovery, the autopilot should be reengaged if available. Do not attempt to overpower the autopilot with control forces. This can cause the autopilot to disengage with too much control input, which could result in over control during recovery. Every attempt should be made not to over control. Longitudinal control forces at high altitude will be lighter than those which the pilot experiences at low altitude due to altitude effects and aft CG. When the autopilot is off, use minimum control inputs to fly attitude. SEAT BELT SIGN..............................................ON PA: "Ladies and Gentlemen, this is Captain ______ speaking. I have instructed the Flight Attendants to take their seats and fasten their seat belts due to some turbulent air. Please ensure that your seatbelts are securely fastened." ATC ..........................................................ALERT Alert ATC of any significant altitude deviation (300 feet or greater).

Pilot induced Roll Ocillation - 757

Announce "PIO" PF - Stop lateral inputs and stabilize If Ocillations do not diminish, execute a GO-AROUND

Stall Recovery

"MAX POWER, HEADING HOLD" A/P........................................DISCONNECT THROTTLES............................INCREASE Advance throttles to the full forward position to obtain maximum thrust. PITCH ATTITUDE.....................ADJUST Although altitude loss should be minimized insofar as possible, airspeed recovery is more important than altitude loss, unless ground contact is a factor. At high altitudes, it may be necessary to decrease pitch attitude below the horizon to achieve acceleration. WINGS.....................................LEVEL S/Bs........................................RETRACT When ground contact is no longer a factor: Adjust pitch attitude or accelerate while minimizing altitude loss. Return to speed appropriate for the configuration.

Takeoff Engine Failure - PF

Maintain directional control (step on good engine) and rotate to takeoff attitude at VR. "POSITIVE RATE, GEAR UP" Above 400 feet AFL, "HDG SEL, RWY HDG" (or special procedure) *DECLARE AND EMER and REQUEST STR. OUT to 2500' AGL (or higher if terrain is a factor) At E/O ALT "SET SPEEDS" (Min. Man./V/S 0-200fpm Clean up on schedule REF 30+80 "CONTINUOUS PWR, FL CH, SET SPD" Checklist

TCAS - For a CLIMB RA in LND CONFIG

Disengage the A/P and A/T. Advance throttles forward to ensure MAX THRUST is attained and callout - "FLAPS 20" Smoothly adjust pitch to satisfy the RA command. Follow the planned lateral flight path unless visual contact with the conflicting traffic requires other action. With positive rate, call out - "Positive Rate, Gear Up" Attempt to establish visual contact. Call out any conflicting traffic.

TCAS - RA

WARNING: A DESCEND (fly down) RA issued below 1000 feet AGL should not be followed. If maneuvering is required, disengage the autopilot and autothrottles. Smoothly adjust pitch and thrust to satisfy the RA command. Follow the planned lateral flight path unless visual contact with the conflicting traffic requires other action. Attempt to establish visual contact. Call out any conflicting traffic.

TCAS - TA

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Upset Recovery - Nose High

Recognize and confirm the situation. Disconnect A/P and A/T. Apply as much as full nose down ELEVATOR. *Apply appropriate nose down STAB TRIM. Reduce thrust. *Roll (adjust bank angle) to obtain a nose down pitch rate. Complete the recovery: - When approaching the horizon, roll to wings level - Check airspeed and adjust thrust - Establish pitch attitude. PM Call out attitude, airspeed, and altitude throughout the recovery.

Upset Recovery - Nose Low

Recognize and confirm the situation. Disconnect A/P AND A/T. Recover from stall if required. *Roll in the shortest direction to wings level (unload and roll if bank angle is more than 90). Recover to level flight: - Apply nose up elevator - *Apply nose up trim if required - Adjust thrust and drag as required. PM Call out attitude, airspeed, and altitude throughout the recovery.

UPSET RECOVERY RECOGNITION

Recognition An unusual attitude can generally be defined as unintentionally exceeding the following conditions: Pitch attitude greater than 25 NOSE UP, or Pitch attitude greater than 10 NOSE DOWN, or Bank angle greater than 45, or Within above parameters but flying at airspeeds inappropriate for the conditions.

This procedure is intended for any phase of flight where there is a risk of ground contact. If escape initiated because of an Amber WINDSHEAR annunciation (increasing performance) and no other significant indication of windshear exists, consider using go-around thrust instead of full thrust when terrain clearance is assured. Procedure Announce "ESCAPE" Immediately and simultaneously: GA SWITCH...........................................PRESS AUTOPILOT / AUTOTHROTTLES............DISCONNECT THROTTLES......................................... FULL FORWARD PITCH .. ROTATE TO 15 then FOLLOW FD COMMANDS SPEEDBRAKES ......................................RETRACT CALLOUTS .......... RADIO ALTITUDE / VERTICAL SPEED ATC.......................................................ADVISE

Windshear Microburst Escape

Windshear/Microburst During Takeoff Roll

Windshear or microbursts encountered during the takeoff roll are identified by physical cues only. There are no associated aural alerts or annunciations. Windshear can cause airspeed indications to fluctuate, stagnate or even decline. In this situation, TPS airport analysis and the associated V speeds no longer apply. The Captain must make a decision to continue or reject the takeoff considering that if the decision is made to reject the takeoff, adequate remaining runway may not be available. If the decision is made to continue the takeoff: THROTTLES...................................FULL FORWARD VR.................................................INCREASE INCREASE VR by up to 20 KNOTS. Begin rotation NLT 2000 feet from end of the runway even though the increased VR has not been attained. NOTE With an Amber WINDSHEAR annunciation (increasing performance), once safely airborne and no other significant indication of windshear exists, consider returning to takeoff thrust. If windshear conditions are still evident once airborne: Accomplish Windshear or Microburst Escape checklist.