Display Unit failure during rotation

[Good Business Sense]

Originally Posted by 70 Mustang

If one cannot stop ANY large aircraft at 100 kts, then the rwy was most likely too short to start with.
rules are one thing in a simulator. Answers in an interview are one thing. Common sense is something else in the real world.
depends upon the situation, the speed, the environment, etc. If lots of rwy, and or stopway, dry, why not stop? If short, wet, contaminated, then go. “PIC” must still have some real meaning left in it.
is the screen failure really the ONLY failure there was?
a rigid mindset is not always a good thing. The B2 bomber that crashed after TO after a master caution, that cleared itself, implies that each situation must be considered carefully.
look how confused pilots can get with airspeed disagree during a TO. Consider how difficult it can be to fly with an airspeed disagree with all the warnings going off.
each TO is unique in many ways. When we start operating like robots, then the most useful tool is diminished.
this will most likely be deleted by the moderators and if not, I await the expected condemnations.
no one can really answer these difficult questions for you.
you must answer them yourself.

On a very, very light A330 take-off at night/rain (the usual) the FO called 100 kts - I had about 75/80...... I said something like, call the speed again ..... he was totally confused (nobody trains for this) and couldn't respond before we went through VI/Vr - didn't matter as my airspeed hadn't increased much - I rotated to 15 up on the standby and selected TOGA. Biggest problem, due to the time available at that stage is that you don't know what data is correct (you are looking at a display with multiple display warnings that you have never seen before). Trying to ignore the bad data i.e. everything on my PFD, particularly the speed was really difficult. The brain is funny - when you have been looking at something like a PFD for thousands and thousands of hours and it has always been correct it wants to believe what is displayed even when you know it's wrong - somehow you need to removed the erroneous data. Used to be the same with map shifts - back in the day

I think we were through about 3/4,000 feet before the PM/PNF got his brain in gear (not surprised).

In my opinion the Airbus 100 kt call on a light aircraft is not fit for purpose - preferred the Boeing 80kt call.

Found this and the loss of all screens on a 744 at rotate to be, by far, the most difficult emergencies that I ever had to deal with in 40+ years.

Best

[judge.oversteer]

Continue. When safely airborne Engage the Autopilot. As others have said it's an indication problem.
Then select another screen and do checks. Perfectly good aircraft otherwise.
Old B744 Trainer.

[pineteam]

Originally Posted by FlightDetent

EDIT: Hope it is not wrong to assume the PIC eye-focus for the high-speed part is 50% engine, 25% ASI, 25% outside

From my understanding of the FCOM procedure for take off. the PF (regardless of being PIC or FO) is not supposed to monitor the engines indications during the take off roll. This is done by PM only. That’s why when the PM announces “thrust set” there is no acknowledgement from the PF. I personally when I’m PF will usually have a quick glance at least once at the relevant engines parameters (N1/EPR & EGT) but otherwise it’s outside and inside (PFD only).

[stilton]

Originally Posted by Check Airman

I thought it would have been an obvious solution. Not sure how the 777 is set up with the yoke in terms of visibility, but the visibility on the Airbii is quite sufficient for either pilot to read the offside PFD.

This is one case where having a HUD would be very useful

[FlightDetent]

Originally Posted by pineteam

From my understanding of the FCOM procedure for take off. the PF (regardless of being PIC or FO) is not supposed to monitor the engines indications during the take off roll. This is done by PM only.

(in a desperate tone) My understanding of the PIC's job is that he needs to know.

The idea of PIC not looking at the engines at all (and SIC if PF even), or PF depending on PM's speed callouts, because it is assumed correct not to scan the instruments, gives me goosebumps.

[pineteam]

I invite you to watch the video on WIN Website: Role of the pilot monitoring during takeoff. You will see that the captain does not even glance once on the EWD.
The role of the PM is critical and shall be taken extremely seriously during takeoff.
I once went off the runway while practicing v1 cut in the sim with 20kt crosswind. Long story short, 100% my fault; I was 1 or 2 seconds heads down too long with the wrong rudder input cost me a runway excursion and a big slap on my ego lol. That’s why now I’m much more focus at looking outside making sure I have the aircraft under control in case of something bad happens. =)

[FlightDetent]

Originally Posted by pineteam

I invite you to watch the video on WIN Website: Role of the pilot monitoring during takeoff. You will see that the captain does not even glance once on the EWD.

Let's wait for a video about instrument scan for PIC (before V1), shall we?

[CVividasku]

Speaking from a 320 F/O perspective.

While I agree with most of what's been said, I'm a bit surprised regarding one missing element.
Why not add a word about the weather ?
Imagine if it's a cat 3 takeoff. You have your alternate at, say 45 mins of flight.
If you takeoff, you can't land at your takeoff airport because it requires 2 PFDs.
You can land at your takeoff alternate (or destination if very short flight), because at least one of them is not cat 3. But during takeoff you don't have any time to analyse and guess if your screen problem will not extend to the other screens, or other systems of the aircraft.
Plus, during LVP, it can be good practise to increase a bit takeoff thrust from the max flex habit of blue sky weather. So you have more margin for stopping.

So if we were, for example, halfway into the high speed phase in cat 3 weather, I would expect the captain to stop the aircraft if he lost his screens, and I would say something to that effect if I lost mine.

Blue sky weather, GO would probably be the decision, but there would be serious discussion about stopping the flight immediately.
What if the screens shut off as a result of a short circuit and impending electrical fire ?