3 ms·
That’s generally true but the rule is that you never abort past V1 unless you have specific immediate reason to believe the aircraft cannot become and stay airb
by CPLX 4y ago
That’s generally true but the rule is that you never abort past V1 unless you have specific immediate reason to believe the aircraft cannot become and stay airborne.
There aren’t a ton of reasons one might think that but a few come to mind like total engine failure or lack of elevator control or similar.
- techdragon 4y agoI can only imagine that the pilot had reason to believe something was wrong the moment the forces began to lift the front wheel and change the aircraft dynamics, which definitely is in the extremely fast changing grey zone for a lot of conditions highly dependent on the exact aircraft and it’s current conditions. Light payload and fuel loading pushing V1 very close to takeoff speed and lower than the maximum numbers, headwinds, engine conditions, etc… it’s definitely a case of “sometimes pilots do have to make quick decisions” and my money is on engines or the hydraulics when they first took load on the moving surfaces as the aerodynamics shifted passing V1 towards takeoff speed.
- stordoff 4y ago> lack of elevator control This was the case with Ameristar Charters 9363, which aborted after V1: > [T]he jammed elevator could only be detected once aerodynamic forces came into play — something which would only happen once the plane was already speeding down the runway. The NTSB was forced to come to an incredible conclusion: that there was no way for the pilots to have detected the problem until they attempted to rotate for takeoff. https://admiralcloudberg.medium.com/lesser-of-two-evils-the-crash-of-ameristar-charters-flight-9363-b31023d9a66a https://admiralcloudberg.medium.com/lesser-of-two-evils-the-...
- polishdude20 4y agoIn that case wouldn't the plane be at such a speed and distance along the runway as to not be able to physically stop before the end?