What leads a flight crew to abort a takeoff above V1 with the presumption of a blown tire in mind? That's probably one of the most dangerous things a flight crew can do! I feel blessed to always have had good simulator training and good employers with solid SOPs, wich for example mandated to call out the (most critical) malfunction.
@@xyzaero nothing leads a crew to abort above V1 with a blown tire. They should definitely go flying. The real question is are they going flying with the presumption of a blown tire, instead of knowing that they actually have a failed engine? That’s why I think the “engine failure” call is more important than we may think. - because there’s history of crews thinking they blew a tire, when in fact, they lost an engine.
@@gregschuster13 Well, something must make them abort AFTER V1 with the presumtion of having a blown tire as you state it yourself at about @1:50 unless I totally misunderstood something. Aborting after V1 usually leads to disaster, but especially with a blown tire. I would always take a blown tire airborne, even 5 knots before V1 unless the runway is much longer than required, but never abort after V1 except for having no pitch control and a few other scenarios. Planes are built to fly and not to drive if you know what I mean. - Having the confusion of continuing takeoff with an engine failure, but believing it is a blown tire is a totally different and potentially even more dangerous scenario! My aviation career was not very long du to losing my medical, but In worked for 2 very professional companies and stating the nature of the “problem” during any phase of flight and especially takeoff was just normal SOPs and I can not even think of doing it in another way. Well both mentioned scenarios are very scary and it is even more scary if this apparently reflects the training standard of most commercial crews. Do you have a link to that article or can you give me the author’s and magazine’s name, so I can try to google it? Anyways thanks for the very interesting video👍🏻. One can always learn something new (even if the truth is scary). 😅
@@gregschuster13I totally agree that they have to go flying, but according to your article a lot of crews abort after V1 with the presumption of a blown tire.
I think another issue with selecting toga instead of climb is that the FMA will go back to SRS
Can you link to the study you refenced? Thanks
What leads a flight crew to abort a takeoff above V1 with the presumption of a blown tire in mind? That's probably one of the most dangerous things a flight crew can do!
I feel blessed to always have had good simulator training and good employers with solid SOPs, wich for example mandated to call out the (most critical) malfunction.
@@xyzaero nothing leads a crew to abort above V1 with a blown tire. They should definitely go flying. The real question is are they going flying with the presumption of a blown tire, instead of knowing that they actually have a failed engine? That’s why I think the “engine failure” call is more important than we may think. - because there’s history of crews thinking they blew a tire, when in fact, they lost an engine.
@@gregschuster13 Well, something must make them abort AFTER V1 with the presumtion of having a blown tire as you state it yourself at about @1:50 unless I totally misunderstood something. Aborting after V1 usually leads to disaster, but especially with a blown tire. I would always take a blown tire airborne, even 5 knots before V1 unless the runway is much longer than required, but never abort after V1 except for having no pitch control and a few other scenarios. Planes are built to fly and not to drive if you know what I mean.
- Having the confusion of continuing takeoff with an engine failure, but believing it is a blown tire is a totally different and potentially even more dangerous scenario!
My aviation career was not very long du to losing my medical, but In worked for 2 very professional companies and stating the nature of the “problem” during any phase of flight and especially takeoff was just normal SOPs and I can not even think of doing it in another way.
Well both mentioned scenarios are very scary and it is even more scary if this apparently reflects the training standard of most commercial crews.
Do you have a link to that article or can you give me the author’s and magazine’s name, so I can try to google it?
Anyways thanks for the very interesting video👍🏻.
One can always learn something new (even if the truth is scary). 😅
@@gregschuster13I totally agree that they have to go flying, but according to your article a lot of crews abort after V1 with the presumption of a blown tire.