Display Unit failure during rotation
The other big memory was the noise from all the warnings (the ones you can't cancel), myself and the Captain couldn't really communicate - this is an issue, same as would have been experienced on the AF over the south Atlantic, which is never raised. With the noise you cannot communicate nor think properly.
To the original poster - just before VR all the screens started flashing before they all were lost ...... so stopping "might" be a good idea in your scenario.
Best
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.
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.
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
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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.
Then select another screen and do checks. Perfectly good aircraft otherwise.
Old B744 Trainer.
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This is one case where having a HUD would be very useful
Only half a speed-brake
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.
Last edited by FlightDetent; 29th Mar 2022 at 18:12.
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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. =)
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. =)
Only half a speed-brake
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 ?
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 ?
