Rejected takeoff after the takeoff decision speed 'V ', Boeing B737 ...

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of the speed trend vector arrow can point to is 60 knots. Therefore the length of the speed trend arrow was about 2/3 of the maximum length. A detailed description of the determination of the speed trend vector length is given in appendix D. 2.10.3 Rejected takeoff studies As part of this investigation the following information on rejected takeoffs has been used and incorporated into this report: • Special Investigation Report Runway Overruns following high speed rejected takeoffs National Transportation Safety Board PB90-917005 NTSB/SIR-90/02. • Takeoff safety training aid announcement of availability AC No. 120-6.2 Federal Aviation Administration 1994. • Takeoff safety training aid PB93-780013 U.S. Department of Transportation Federal Aviation Administration 1993 available through the National Technical Information Service. • Reducing the Risk of Runway Excursions Report of the Runway Safety Initiative Publication of the Flight Safety Foundation may 2009. • Rejecting a takeoff after V 1 …Why does it (still) happen? NLR-TP-2010-177 NLR Air Transport Safety Institute 2010. 13
3 ASSESSMENT FRAMEWORK 3.1 GENERAL An assessment framework is an essential part of an investigation of the Dutch Safety Board. It provides a description of the situation as may be expected based on regulations, guidelines and the specific details of individuals responsibility. Insight can be gained into where improvement is possible and/or additions are required by testing based on this and by identifying abnormalities. In this report the assessment framework consists of three parts. The first part concerns legislation and regulations that are in force for civil aviation. The second part is based on sector guidelines as well as internal corporate guidelines and manuals. The third part describes the expectations of the Board with regard to the manner in which the involved parties fulfil their responsibility for safety and safety management. This chapter makes a distinction between, on the one hand, binding legislation and regulations and, on the other hand, non-binding standards. Many of the international regulations are not binding directly but become binding when the regulations are implemented in national legislation. This type of international regulations is grouped under the first category of binding legislation and regulations because the referred to implementation takes place nearly continuously in European countries. 3.2 LEGISLATION AND REGULATIONS The regulations of civil aviation are strongly focused on an international level. The basis for this part of the reference framework is, therefore, mainly formed by international regulations. The international regulations relevant to this investigation include: • The ‘Standards and Recommended Practices’ in the annexes to the Chicago Convention of • the International Civil Aviation Organization (ICAO). • European Union Regulations. • Certification specifications(CS) of Aviation Safety Agency (EASA) and the requirements of the Joint Aviation Authorities (JAA) on the use of aircraft for commercial air transport and flight crew licensing. • Certification requirements of the Federal Aviation Administration (FAA). 3.3 GUIDELINES 3.3.1 Manuals Ryanair operating procedures are presented in the Flight Crew Operations Manual (FCOM) Vol 1, Normal Procedures, Quick Reference Handbook (QRH) , Flight Crew Training Manual (FCTM) and performance manual. The Flight Crew Operations Manual (FCOM) has been prepared by The Boeing Company. The FCOM contains information which has been included at the request of Ryanair for airplanes covered by this manual. This information may differ from Boeing recommended information. By including this information in the manual, Boeing is providing a publishing service only. The purpose of this manual is to provide the necessary operating limitations, procedures, performance, and systems information the flight crew need to safely and efficiently operate the 737 aircraft during all anticipated airline operations. The FCOM contains checklists which have been duplicated together with other information for ready reference in the Quick Reference Handbook (QRH) for use in the cockpit. 14
Page 1 and 2: Rejected takeoff after the takeoff
Page 3 and 4: The purpose of the Dutch Safety Boa
Page 5 and 6: LIST OF ABBREVIATIONS A.C. A.D.M. A
Page 7 and 8: 1.2.2 Investigation questions The p
Page 9 and 10: For the event flight the V-speeds w
Page 11 and 12: GOLF FOXTROT taxiway end of the run
Page 13: At 09.46:24 hours the aircraft reac
Page 17 and 18: 4 INVOLVED PARTIES AND THEIR RESONS
Page 19 and 20: 5 ANALYSIS 5.1 INTRODUCTION This ch
Page 21 and 22: may have caused a negative speed tr
Page 23 and 24: under this circumstance could be mo
Page 25 and 26: engine 24,3% wheel/tire 22,9% other
Page 27 and 28: 6 CONCLUSIONS During the takeoff at
Page 29 and 30: Board response: One of the reasons
Page 31 and 32: APPENDIX C: FLIGHT DATA RECORDER PL
Page 33 and 34: APPENDIX D: DETERMINATION OF THE SP
Page 35 and 36: APPENDIX F: REJECTED TAKEOFF PROCED
Page 37 and 38: APPENDIX H: NTSB RECOMMENDATIONS ON

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