Incidend during take off in Doha
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One of the facts: It was engine stall at 90kts.
Something interesting: TM did test flight next day and he had the same problem and he continued T/O for purpose of test. Same again: engine stall,engine over limit etc...
Returned safely to Doha.
( I know it is hardly to believe)!
Something interesting: TM did test flight next day and he had the same problem and he continued T/O for purpose of test. Same again: engine stall,engine over limit etc...
Returned safely to Doha.
( I know it is hardly to believe)!
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Landflap, calling V1 at minus 5kts??? Why not simply operate the aircraft as it was designed to be operated and as you were trained (supposedly) to operate it?
If you can't operate to the intent of the V1 concept, then you might be better off in a different career.
I hope you're not teaching other pilots to operate like that.
If you can't operate to the intent of the V1 concept, then you might be better off in a different career.
I hope you're not teaching other pilots to operate like that.
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Mmmmmm, Sittingidly. A right old rant pulling off thread too. Good Troll though. What I will comment on before I hit the ignore button is this; "UK pilots like yourself".."Condescending pricks like itself".presumably, you meant, 'like YOURSELF' ! Geees, glad to be a Uk imperialist . At least we can write correctly. And then you claim membership by referring to "fewllow pilots" ! Doubt you have admission to this very special club when you burst into flames at the slightest cause. Back to thread though, the other guy referring to V1-5 as the "call". We have done that for years, because, dear kids, by the time you say "V1".er, you will be AT V1. Point, obviously escaping you chappies. Now, I am back to being seriously worried about you fellas in the sandpit. ER, V1. Should I stay or should I go?. V1-5, no, minus 10, er no, plus 6, er no v2 minus 8 Aaaaagh. What was that ? Bang, no, thrust reduction, no engine exceeed.whaaaat? Who's in the bath ? No one, .STOP.NO, GO.......... Aaaaaaagh. Lets call it ABANDON again..NO NO NO, STOPANDON........ Good grief. Good luck Ladies, you really are going to need loadsa that stuff. OOOOOps, sorry Pprune English Language Masters; I meant, "loads of "............... ! Blimey , what a daft bunch.
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Keep in mind that the VMCG was not determined with the big crosswind that you are now experiencing on this particular takeoff. Your real VMCG may be higher or lower depending on the direction of wind combined with the side of the failed engine.
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Someone asked, and I want to know, too
What the hell did they brief?
What do they brief every day?
If they brief that engine fail is STOP (before V1) then they should have stopped.
Do as briefed, unless circumstances are special. If circumstances are special, make decision and good luck.
Doha is kind of looong, isn't it?
What the hell did they brief?
What do they brief every day?
If they brief that engine fail is STOP (before V1) then they should have stopped.
Do as briefed, unless circumstances are special. If circumstances are special, make decision and good luck.
Doha is kind of looong, isn't it?
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Got Sittingidly well & truly riled though.Customary vitreol from a poor contributor. We too cal "V1" at V1-5. Done that for the last twenty years. No-one "made it up". We call it 'AIRMANSHIP'.
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Slowjet
Do you call "minimum" at DH plus 20 feet?
I agree with you that getting closer to V1 I'm more and more in "GO" mode and on a slippery runway I'd probably made a "GO" decision already at V1 -5. Absolutely nothing wrong with that.
However, I still think that V1 should be called at V1. Om my fleet we have some aircraft with automatic V1 call and some without. Would be really pissed off if the FO called V1 early to be followed by another V1 at the actual V1.
But, if everyone in your company do this as a result of your SOP:s then I guess it's just another way of skinning the cat...
Do you call "minimum" at DH plus 20 feet?
I agree with you that getting closer to V1 I'm more and more in "GO" mode and on a slippery runway I'd probably made a "GO" decision already at V1 -5. Absolutely nothing wrong with that.
However, I still think that V1 should be called at V1. Om my fleet we have some aircraft with automatic V1 call and some without. Would be really pissed off if the FO called V1 early to be followed by another V1 at the actual V1.
But, if everyone in your company do this as a result of your SOP:s then I guess it's just another way of skinning the cat...
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LandFlap and WK were probably sitting at the front of the class congratulating the instructors
... are c*nt what silly you a ?... ring any bells?????????????????????
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Usually brief, any failure before (70 or 100knts depending on type) abort, between (70 - 100knts) and V1 any red lights abort otherwize GO and after V1 GO.
But then again depending on the situation specific of the day you should brief accordingly.
But then again depending on the situation specific of the day you should brief accordingly.
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Sittingidly, I can see why you call yourself that. Get a life . Well, to your opening statement; did I say that ?? NO. Not only are you unable to understand , or write , or speak English, it will come as no surprise that you have little comprehension of anything significant to these open forums. A call of V1 at the V1-5 IS SOP in my company and HAS been for the last 20 years ! Read it again, sittingidley, stop slurping the fave juice, stop smokin de pot man (that is Caribbean, by the way) and get your PPL notes ready for your next re-try !Stop trolling your way through the professional forums because we see through you. Now look, sitting.....idley....get it ? Most of us have....we have put your toys back in the pram & Mummy says she will give you a cuddle.Bless, it's ok. C'mon. Cuddle Daddy. You can do it. Pull the stick back, the houses get smaller.....push the stick forward...c'mon .Sittingidley.what will happen ?? Nah, no hope. A wanabee................there is a forum for you. A wanabee English Gent...............NAH (that means NO, by the way), back to Oz or SA or Zim...or.....could it even be de jungle (that means, THE jungle)..oh, why do I bother ? I have faith. Sittingidley might, one day, get his PPL.......NAH (that means NO) !.....Excellent troll though.....I will give you that. For the real pro's (can we hear from some ?) Up to V1.STOP. After V1.GO...............Gawd (Sittingidley, that means.GOD ). Damn. I am enjoying this, Much to Sittingidley's hate.yes, buddy (that means, DUDE,or PALL, or whatever) I was PRESIDENT of my debating society when at Oxford. Oooooooh, eat your heart out (that is a university in the English Kingdom).......c'mon clown, opposite rudder..............Ok. I give up ! "God save the Queen".well, where you come from, that probably means, ..."God save the Sky Chef"..ooooooh, B...h !
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I think SI did that with his pure vitreol & vicious swipes at many posters. I did fall for his troll & congratulated him for that. Quite sportingly, I feel. The original Poster asked for details of the incident. Are we any closer ?
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Sittingidley, nice courteous post, so, I will respond. As a Line pilot, I always respected SOP however daft I might have thought some things were. For example, I flew 757 with one operator and the final flap call after take-off on cleaning up was "Flaps up".With a new Operator, same aircraft, the call was "Flaps IN". As new joiners, we were told that this came from the DFO himself & he took it all, dearly to heart. Call "Flaps UP" and one could expect a roasting. I thought it was all a bit silly but adopted to my new employers SOP. My early years on slow accelerating aircraft meant that conversion to high speed, heavy jets where things started to change rapidly, caused heavy reliance on my piers who, simply, knew better. A call of "V1" at V1-5 kts was something I, too, quieried but was quickly advised that by the time you say "V1", you will be there. Please, let us not, now, descend into huge debate about how it might depend on accents, quickness of speech etc . It just made good sense & I did it, because it was SOP & as a Trainer,now, I continue to teach it, not only because not only does it still make sense but it is still SOP in my company. Notice, SI, note how a follow on poster refers to us as "Clowns"....back off & have a go at him now please. Thanks a lot.
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Originally Posted by black pudding
So clowns, you wuld be happy to call V1 5 kts early and take a fire into the air. How bad is that ?
Better listen to SI though... He's good! Very very good....
....at talking BS
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WK, agreed. Very much on your team here & I think Slowjet will sign up too. Some are simply not for learning, or like Maggie Thatcher, for turning ! Bailing out of this one but before I go, consider this one Sittingidley; Highly esteemed mate of mine, just retired, commented that soon after qualifying on the trident, an incident in Bilbao caused much head scratching. Aircraft entered a very long puddle of water prior to V1 and stopped accelerating. It showed no signs of decelerating but ASI's just, sat there. While heads were scratched and think bubbles emerged, lots of runway was being eaten up ! "Should I stay or should I go" springs to mind again. Theoretically, there was now insufficient runway to stop & insufficient to accelerate to VR & continue with all the V2, climb protection theory either ! Big grey area now hovering round that magical V1 stuff, don't you think SI ? Finally, before I grab the eject handle on this one,BACK TO THE THREAD PLEASE !! Does anyone know what happened at Doha (the start of the thread) ??
