Jet 737 aborts takeoff, leaves runway - Goa
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https://www.flightradar24.com/data/f...w2374/#bffd8f3
Flight radar picture shows it heading into the rough just after commencing takeoff roll at the threshold.
Data shows about 35 kts reached on the runway.......
Flight radar picture shows it heading into the rough just after commencing takeoff roll at the threshold.
Data shows about 35 kts reached on the runway.......
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I seems Sky news would agree ...
Fifteen hurt as plane spins 360 degrees during take-off in Goa
Fifteen hurt as plane spins 360 degrees during take-off in Goa
Geometry was never Sky News's strong point. 
The aircraft appears to have come to rest approximately 250 m north of the runway abeam the aiming point and on a roughly reciprocal heading, adjacent to the airside road at the point where a path leads off to the GS antenna.
The aircraft appears to have come to rest approximately 250 m north of the runway abeam the aiming point and on a roughly reciprocal heading, adjacent to the airside road at the point where a path leads off to the GS antenna.
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Sounds like pressing TOGA with an asymmetric engine speed, most likely caused by having one engine at a higher setting during the 180 degree turn at the node.
If #1 thrust had been used to help turn the aircraft while #2 stayed at idle, and then TOGA was pressed before allowing both engines to stabilise, you could easily lose control. #1 would accelerate much quicker to TO thrust, while #2 would have to accelerate from idle.
Never flown the 73, but I've ridden the jumpiest many times before. Those CFMs have a very long spool up time from idle. If the pilot was distracted or didn't get on top of it quickly enough, things can very quickly turn pear-shaped.
If #1 thrust had been used to help turn the aircraft while #2 stayed at idle, and then TOGA was pressed before allowing both engines to stabilise, you could easily lose control. #1 would accelerate much quicker to TO thrust, while #2 would have to accelerate from idle.
Never flown the 73, but I've ridden the jumpiest many times before. Those CFMs have a very long spool up time from idle. If the pilot was distracted or didn't get on top of it quickly enough, things can very quickly turn pear-shaped.
Squawk7700
that scenario happened to a 738 at a company related to mine. Departed the intended runway but luckily ended up on the crossing strip. Highly likely in this scenario, imo.
that scenario happened to a 738 at a company related to mine. Departed the intended runway but luckily ended up on the crossing strip. Highly likely in this scenario, imo.
In this day and age uncommanded reverser deployment would be very unlikely
I believe that you can command a single reverser to deploy when on the ground. But why in this case would be the next question.
I believe that you can command a single reverser to deploy when on the ground. But why in this case would be the next question.
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If you get, for whatever reason, a big thrust asymmetry at LOW speed, this is the likely result.
ie you are below VMCG and VMCA.
What's going to keep it straight? Not rudder certainly.
Sure, pulling both to idle will save the day- but if you weren't trained for, or expecting it, a low speed asymmetric yaw will ceretainly punt you off the runway.
Of course, most engine failures happen just as one passes V1....
ie you are below VMCG and VMCA.
What's going to keep it straight? Not rudder certainly.
Sure, pulling both to idle will save the day- but if you weren't trained for, or expecting it, a low speed asymmetric yaw will ceretainly punt you off the runway.
Of course, most engine failures happen just as one passes V1....
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I plotted the FR24 ADS-B data.
Satcom Guru: Jet Airways 9W2374 Goa Dabolim Airport Runway 26 Excursion
Satcom Guru: Jet Airways 9W2374 Goa Dabolim Airport Runway 26 Excursion
From your article linked above:
Generally, pilots will advance engines to an intermediate power setting prior to releasing brakes. This spool up from low idle ensure that both engines will advance to takeoff power in concert, making asymmetric thrust less likely. Without engine readings, it is not possible to know if asymmetric thrust led to loss of control.
I found this, allegedly from a 737-700 FCOM:
A rolling takeoff is recommended for setting takeoff thrust. It
expedites takeoff and reduces risk of foreign object damage or
engine surge/stall due to a crosswind. The change in takeoff roll
due to the rolling takeoff procedure is negligible when compared to
a standing takeoff.
Allowing the engines to stabilize for more than approximately 2
seconds prior to advancing thrust levers to takeoff thrust may
adversely affect rolling takeoff distance.
expedites takeoff and reduces risk of foreign object damage or
engine surge/stall due to a crosswind. The change in takeoff roll
due to the rolling takeoff procedure is negligible when compared to
a standing takeoff.
Allowing the engines to stabilize for more than approximately 2
seconds prior to advancing thrust levers to takeoff thrust may
adversely affect rolling takeoff distance.
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How many of you use differential thrust to help turn a 737 ?
One engine spooling up with the other lagging behind will push the nose sideways, but you need to be really slow not to catch this.
And, you would go to the side with not much forward movement.
One engine spooling up with the other lagging behind will push the nose sideways, but you need to be really slow not to catch this.
And, you would go to the side with not much forward movement.
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Are you serious?
We are all trained to recognise engine failures during takeoff at various speeds.
If you start your takeoff on one engine you will do a pirouette where you stand.
An engine seizure or a reverser deployed at "low" speed fits the scenario. If so it was handled poorly.
We are all trained to recognise engine failures during takeoff at various speeds.
If you start your takeoff on one engine you will do a pirouette where you stand.
An engine seizure or a reverser deployed at "low" speed fits the scenario. If so it was handled poorly.
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You know, being trained for stuff makes a BIG difference.
For example, I've flown a RJ-85 to a dead stick landing. (in the sim) . Had the guys who ran out of fuel recently done that? I don't know, but I cocked it up badly the first time....
Ever tried an engine failure just as max thrust is reached? At low speed? Hardly the most unlikely time for an engine failure, is it?
Off you go!
Unlikely to kill anyone though....
For example, I've flown a RJ-85 to a dead stick landing. (in the sim) . Had the guys who ran out of fuel recently done that? I don't know, but I cocked it up badly the first time....
Ever tried an engine failure just as max thrust is reached? At low speed? Hardly the most unlikely time for an engine failure, is it?
Off you go!
Unlikely to kill anyone though....