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If the autobrake response does not seem appropriate for the runway condition, apply and maintain full manual braking.
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If the autobrake is unserviceable, the Captain should simultaneously apply maximum pressure on both pedals as the thrust levers are set to idle. The aircraft will stop in the minimum distance only if the brake pedals are kept fully depressed until the aircraft comes to a stop.
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If normal braking is inoperative, immediately select the A/SKID & N/W STRG (A346: A/SKID) switch to OFF and modulate brake pressure as required below 1000 psi.
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Full reverse may be used until complete stop. However if there is sufficient runway available for the deceleration, reduce reverse thrust preferably when passing 70 kt.
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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. If the aircraft comes to a complete stop using autobrake, release the autobrake prior to taxi by disarming the spoilers.
The Captain brings the aircraft to a complete stop, sets the parking brake and advises the cabin crew to "REMAIN SEATED" prior to commencing ECAM actions. If the take-off has been rejected due to a fire, consider positioning the aircraft to keep the fire away from the fuselage, taking into account the wind direction. The First Officer carries out the ECAM actions and the Captain decides on the next course of action, depending on the circumstances. Give consideration to:
. Possible passenger evacuation of the aircraft on the runway . Vacating the runway as soon as possible . Communicating intentions or requests to ATC
If the take-off has been rejected due to an engine fire, ECAM actions should be completed down to and including discharging the fire agents into the affected engine. If the fire remains out of control after having discharged the fire agents, the on ground EMERGENCY EVACUATION paper checklist should be actioned. On the ground, the right hand dome light automatically illuminates in case of a rejected take-off whatever the dome switch position allowing the EMERGENCY EVACUATION checklist to be completed even if normal electrical supply is lost.
If required, the EMERGENCY EVACUATION checklist is on the back page of the plasticised Normal Checklist. When the aircraft is on battery power alone, the crew seats can only be operated manually.
8.20.4
A330/A340 Non-normal Operations
REV 1 (6 JUN 05)
FCTM Operating Techniques
Operating Techniques
FCTM REV 1 (6 JUN 05)
Case 1 2 3 4 5 6 7 8 9
A 3 3 0 Overrun Speed (kt) . . 40 . 30 55 35 . .
Distance Variation (ft) .240 .450 +250 .250 +160 +470 +275 .20 .175
A 3 4 0 Overrun Speed (kt) . . 45 . 35 50 3 25 .
Distance Variation (ft) .470 .6.. +400 .320 +230 +480 +190 +100 0
A successful rejected take-off, at or near V1, is dependent upon the Captain making a timely decision and using the correct procedures.
8.20.6
A330/A340 Non-normal Operations REV 1 (6 JUN 05)
FCTM Operating Techniques
ENGINE FAILURE AFTER V1
If an engine fails after V1 the take-off must be continued. Stabilise the aircraft at the correct pitch attitude and airspeed and establish correct tracking prior to the initiation of the ECAM procedure.
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