User manual

Section 2.3.3 Part B
Rev No: 01 Stichting Catalina PH-PBY
Page: 4 25 May, 2005
03 REJECTED TAKE-OFF
Rejection of a take-off at high speed can be hazardous, in particular when the runway
length and/or condition is critical from a performance point of view. The decision to reject
may only be made before V1. Once airborne and gear is selected up a rejected TO should
also not be made, this because it may be possible that the aircraft is already airborne
before V1.
The rejection of the take-off should be restricted to:
1) All observed failures and/or exceedances.
2) An engine failure
3) An engine fire
4) Conditions, which render the aircraft clearly unflyable
5) e.g. jammed controls, fire, explosions etc.
If the first officer is the PF, he may reject the take-off on his own initiative in case of an
engine failure, an engine fire or a malfunction directly affecting aircraft control. However in
all other cases he must await the command 'STOP'.
– The accelerate stop distance Land for a Catalina under ISA conditions, MTOW, full
take off power, dry runway, no slope, no wind is approx. 1200 meters. (3600ft)
– The accelerate stop distance SEA for a Catalina under ISA conditions, MTOW, full take
off power, no wind is approx. 2000 meters. (6000ft)
RTO CREW CO-ORDINATION
FLIGHT PHASE CAPTAIN
PF
FIRST OFFICER
PNF
Failure/malfunction or
Conflicting situation.
Decision to abort
Call: 'STOP'
Reject take-off
State nature of failure
Decision to continue Call: 'CONTINUE'
Continue take-off
FIRST OFFICER
PF
CAPTAIN
PNF
Engine Failure/fire or
Flightcontrol Problems
Call: 'STOP'
Reject take-off
When Captain
decides due nature of
failure to abort he
calls: “STOP”
Decision to continue
Continue
take-off
Call: ’CONTINUE’