V1/overrun statistics
 

Does anyone have some up to date statistics of the amount of over runs after a reject above V1. The only information I have is up to 1995 (not very up to date!)

could you post the statistics upto 1995 ??

Under what situation would you reject after V1 ??

Winston,

Can't speak for other aerodromes, but as far as Gatwick is concerned, the answer for all departures in the past 16 years (approximately 2 million deps) is ZERO, NONE, NIL.

It must be an extremely rare event.

We've had a couple of rejections (ar abandonments, call them what you will) at quite high energies that have resulted in a max performance stop within the runway, but has given us seized brakes, burst tyres etc. Pretty rare events and at the time very stressy to deal with. However, given the choice between dealing with multiple brake, wheel & tyre changes on the closed runway and digging an over-run out of the soft (probably taking days rather than hours) I'll take the former.

I know it won't make any difference me saying it, because everyone already does, but if you do need to reject, use absolutely max. stopping power by all means possible, to remain on the hard stuff.

Cheers,
The Odd One

There are several well documented cases of DC10 overruns ,with 'failures'in the area of V!(before and after).This was attributed to the failure (Inadequacy)of maximum braking..
These 'overruns'contributed to the revamping(rewrite)of Far25-127? as of 1978,whereas the "stop'is initiated ,after recognition after VEF,by V!...And the Cert' rules covered WORN brakes..
Cheers:ok:

The info I have actually gives "Through 1990" and "projected 1995"

"Through 1990" gives 230,000,000 take offs, 76,000 (est) RTOs and 74 Overrun incidents.

Thats 1 RTO per 3,000 take offs and 1 RTO overrun per 3,000,000 TKOFS

24.3% RTOs was due to an engine failure,
22.9% due to wheel/tyre,
12.2% config,
9.5% indicator light,
8.1% crew coordination?
6.8% bird strike
2.7% ATC
13.5% other

Interesting
58% from speed greater than V1