Q: Hypothetical nosegear tire blow-out proceedure
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Q: Hypothetical nosegear tire blow-out proceedure
Scenario:
On a 747-400... You've just passed V1 for take-off... Then a nose-gear tire pops, causing a bad vibration.
Questions:
1) If possible, would you prematurely rotate just enough to get the nosegear wheels off the ground--to eliminate the vibration etc? (and then of course properly take-off later as V2 speeds dictate?)
Or
2) Do you just keep the nose wheels on the ground vibrating all the way down the runway until proper VR speed? Thx.
On a 747-400... You've just passed V1 for take-off... Then a nose-gear tire pops, causing a bad vibration.
Questions:
1) If possible, would you prematurely rotate just enough to get the nosegear wheels off the ground--to eliminate the vibration etc? (and then of course properly take-off later as V2 speeds dictate?)
Or
2) Do you just keep the nose wheels on the ground vibrating all the way down the runway until proper VR speed? Thx.
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Bad answer! After V1, stopping is not considered a viable option!
If you have forward pressure on the yoke (common especially at lighter weights), release it. Otherwise, keep the nose where it is. Pulling it up will increase angle of attack and therefore increase drag, further increasing takeoff roll. If the nose visibly sagged when the tire blew, I might try to bring it back up to "normal"...
Weight on the nosewheel will be less as airspeed increases, so one tire can easily support the weight of the nose for the remiander of the roll.
If you have forward pressure on the yoke (common especially at lighter weights), release it. Otherwise, keep the nose where it is. Pulling it up will increase angle of attack and therefore increase drag, further increasing takeoff roll. If the nose visibly sagged when the tire blew, I might try to bring it back up to "normal"...
Weight on the nosewheel will be less as airspeed increases, so one tire can easily support the weight of the nose for the remiander of the roll.
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Faultygoods
I don't believe you read the question properly!! After V1 it is good practice to ease up on the forward pressure on the control column (Boeing) so as to limit the 'bottoming' of the nose-leg oleo on rotation. I would go with the reply that advises you to ease back even to the extent of just lifting the nose-wheel off the runway without the full rotation.
I don't believe you read the question properly!! After V1 it is good practice to ease up on the forward pressure on the control column (Boeing) so as to limit the 'bottoming' of the nose-leg oleo on rotation. I would go with the reply that advises you to ease back even to the extent of just lifting the nose-wheel off the runway without the full rotation.
