Abort the take-off?
155kts would be very close to V1 on a 767.
Also it is very easy to tell where the halfway point on the runway is as Japanese airports have white markings across the runway at its midpoint, which can be clearly seen in this video just at the point of the abort.
Also it is very easy to tell where the halfway point on the runway is as Japanese airports have white markings across the runway at its midpoint, which can be clearly seen in this video just at the point of the abort.
Join Date: Sep 2007
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How do airlines deal with a pilot who goes around or aborts a take-off? I assume a go-around isn't much of big deal except for extra delay, but doesn't an aborted take-off potentially cost the airline a lot of money, particularly if brakes or tires are damaged?
Do airlines usually give pilots the benefit of the doubt and not hassle them about such things, or do they have to fill out a pile of paperwork and prove that they did the right thing, or what? Or is it simply a non-event from the airline's viewpoint?
Do airlines usually give pilots the benefit of the doubt and not hassle them about such things, or do they have to fill out a pile of paperwork and prove that they did the right thing, or what? Or is it simply a non-event from the airline's viewpoint?
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Paper War
The airline I work for has a fairly reasonable no blame poilicy but the paperwar is still fairly large. The reason for the abort or the go - around is what is going to cause you more or less paperwork. If it is a standard go-around for traffic on the runway - no problems - if it is perhaps self induced such as an unstable approach or incorrect settings then it will generate an investigation so the paperwork will need to be carefully written - and prefferabvly with a self anaylsis of the situation.
The same for the RTO - if purely mechanical then then the paperwork will just process through the system - if for pilot error e.g. incorrect flap settings or configuration warnings then there is likely to be much further discussion and paper.
The same for the RTO - if purely mechanical then then the paperwork will just process through the system - if for pilot error e.g. incorrect flap settings or configuration warnings then there is likely to be much further discussion and paper.
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I experienced one low-speed RTO probably 25 years ago in my jump-seat days. One engine failed to wind up as throttle was advanced. We cleared the RW and taxied back, turned on bleeds for the second attempt, and that did the trick.
Funny but the FE had the notion that bleeding the fuel line (solenoid controlled from the overhead panel) would clear the hangup. I had a long talk with him, explained that it was an aero problem in the compressor, not a fuel problem...
Funny but the FE had the notion that bleeding the fuel line (solenoid controlled from the overhead panel) would clear the hangup. I had a long talk with him, explained that it was an aero problem in the compressor, not a fuel problem...
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I would be VERY WORRIED if, as he says, they are at the Outer Marker, and they are turning at the threshold!!!!!!!!! I had 3 RTO's in a Brittania 100 series at Palermo, Sicily. These were on the one flight!!!!! Made it at the 4th attempt!!. No explanation offered. Thought this guy was a complete jerk who hardly knows his a...e from his elbow when it comes to flying. As a videoer of Airshows and aircraft,myself, anybody filming twelve minutes of ground stuff has too much time on his hands!!!.
