@@YourAverageSpritEnjoyer Spoilers don't do anything until a certain airspeed depending on field alt. And you won't generate lift just on a T/O roll until you execute the VR as a 737 sits at -0.8 degrees with the nose gear on the ground (Excluding MAX variants).
Good call.... what that much runway left there was no problem if he took off and came back around he might have had more problems so keep the problems at a minimum great call
I experienced a rejected takeoff once and it was fucking scary. We were going what I thought were about 150 kts and suddenly the plane just breaked at full blast. I thought we were going to crash… Scary shit.
Sweatin bullets this crew.... just in time to throw it.... Whew.... so close to a low altitude climb and the passengers freaking...they were surprisingly calm.
Firstly, I enjoy watching these kinds of videos as im passionate about aviation. Secondly, I enjoy reading the comments from the plethora of armchair RU-vid pilots who flood the comments section with their bottomless pit of knowledge. It's always worth a giggle.
I love it as well. Whatever the reason, it was better abort the takeoff that take whatever problem they had in the air with them. No one was on the flight deck that’s typing so who knows. Just be glad they caught it before decision speed.
Many reasons to perform a rejected takeoff vary but are usually related to a suspected or actual problem with the aircraft, such as an engine failure; fire; incorrect configuration; aircraft control issue; unusually slow acceleration; automated warning signal(s) indicating a critical system failure; environmental conditions such as predictive windshear; or an instruction from air traffic control.
It’s impressive the power of the aircraft’s brakes.. the plane passes from 200 mph (320 kph) to a total stop.. as long as it doesn’t go beyond V1 it can afford to stop otherwise it must go wheather it’s a critical situation or not….
@@AK-fk8zobefore each flights the pilot has a blueprint of the flight. He knows exactly how long is the runway, (usually 2 miles) how much the aircraft weighs and the speed it has to accelerate to take off. Now, usually V1 represents the speed which the plane has still all his wheels on the ground and it’s the last call which it can safely abort take-off to a lead to a fully stop… we talk about 160 mph (255 kph). At the moment the aircraft hits V2 its the point of no return which means the plane must take off even though there is a critical situation.. at this point only the back of the aircraft still has contact with the ground and the nose of the plane ( front wheel) has already left off the ground.. so even though the pilot would want to hit the air-brakes and the thrust reversers to slow the aircraft down its now going way to fast to afford to stop cause there isn’t enough runway left to stop. We’re talking about a machine that weighs around 400,000 lbs + at 200 mph (320) at V2.. when V2 is reached the pilots rotate the steering to lift the plane. That’s exactly what happened to Concorde years ago.. the pilot knew the plane had a trouble on take off but it was already at 290 mph (480 kph)at V2.. it was do or die…
@@AK-fk8zo V1 is the last call it’s the limit which the aircraft can still safely afford to stop at 160 mph relying on his brakes, air brakes and thrust reversers if it’s rains outside. Believe me I experienced a rejected take off, it brakes pretty hard, if I didn’t have my belt fastened I would have flown from the back of the aircraft all the way to the front. At V2 there is no longer availability to stop either the plane will crash with an engine failure or not if you’re tempting to stop you’ll die anyway.. its going too fast and the part of the plane is already off the ground.. it’s 250,000 kgs moving at 300 km/h (180 mph) at 300 km/h the planes covers 100 meters per seconds in 3 seconds that 300 meters extension is covered in 3 seconds.. no way man. At V2 the plane is going just as fast as a F1 car at full speed
@@AK-fk8zo technically you can't reject at V2 because as far as I know V1 decision speed, Rotate is when you start leaving ground and V2 is the safe speed AFTER you take off that if you lose one engine you can still continue with the climb. So rejecting aT V2 would basically be coming back to the airport to land because you are already up in the air. Someone correct me if I am wrong.
You can reject after V1, you will run out of runway most likely, but if it's safer to punch through the end of the runway than to try and take-off, you should still reject! Control jams or dual engine problems are good reasons to reject after V1
@@the-minister31 if you reject after V1 you better do it quick and before V2 at V2 there is no way to reject anymore you’re getting at Rotate phase and its 300,000 lbs airplane moving at 210 mph..ask any pilot you want it’ll tell you
The Takeoff was Rejected Right Before V1 Meaning there was a Serious Problem that Occured Below 80 Knots the Takeoff will be Rejected for anything But above 80 Knots just for a few Reasons meaning the Aircraft is not Flyable.
I doubt this was right before V1. This looks like before 80 knots and hence why no reverse thrust and speed brakes. They just don't seem to be moving that fast to be close to V1 or VR.
Back in 06 we were coming back to the u.s from Syria don’t remember the country we were at. It was delta airlines we were taking off as the nose pitched up the main gear was off the ground and all of a sudden the plane gets back to the ground, after getting off the runway the plane was surrounded by fire trucks and other emergency services. We started smelling which I can’t remember if it was oil or gas. I was 11 at the time don’t remember all the details but that rejected take off scared the hell out of me.
As a Student Pilot in training on a Phase Check with a Flight Examiner on take off he called for me to abort takeoff as a sim engine failure soo I throttled back and slowed down and went back to taxi way
This recently happened to my flight out of Honolulu....We made the right left to takeoff, plane was in full motion, then it slowed down quick.....unfortunately, there was medical emergency...its all good, it happens
Oh man. I have experienced hundreds of flights over the last 30 years and never once was bothered by heavy turbulence. But THIS would seriously bother me.
Those 737-800s are a great time. Had one grenade an engine a second or 2 before lift off in Miami. Couple more seconds and we'd have been in the air without enough power to get up a circle to land. Almost ran out of runway during the emergency stop.
If this is the one that I saw previously or similar to it… It was either a sudden weather change/report a.k.a. risk of wind shear or microburst or it was a discrepancy/issue with one of the engines shown on their instruments. Always safer to abort if you are not yet at V1 ~120 kn because then you have to takeoff and it becomes an in-flight emergency
Possibly someone taxiing through the runway not noticing the plane taking off. Or the pilot was ignorant and didn’t get a take off clearance. Either one.
I experienced one of these in Miami. I hunted down the ATC audio and learned that the pilots noticed a “reverser unlock indicator”. I prefer my thrust to go the right direction so I’m glad they stopped. 😅
Had much leftover space tho which they knew, no spoilers armed or even reverse thrust (atleast i couldnt hear), all in all great and safe rejected take off :)
Why weren’t the flaps of the wings used to brake at such high speeds . Is it a normal procedure to not use flaps for failed takeoff, or can the plane go out of track if the flaps are deployed all of a sudden?
I don't know if you are referring to the actual wingflaps or the spoilers. The wingflaps aren't deployed because that would be too much workload for the pilots and they barely have an effect anyways. The spoilers only usually come out if its a highspeed reject (usually above 80 knots) which in this case it didn't seem to be the case.
On behalf of our crew here at Redacted Airlines, welcome to [City of departure]. Current temperature is [local temperature in Fahrenheit], and the time is [time + 2 minutes].
Experienced two high speed aborted takeoffs - Really wild - One in a Lockheed L-1011 Tristar with clear weather and one in Boeing during a massive storm - Both were quite sketchy...
@@TerminalBAviation The procedure on the 737 is to extend the speedbrakes first, then select reverse. After that, maximum reverse should be selected. So in any case, they did several things wrong here.
@@trin162 The airplane was going quite fast, above 80 knots. Speedbrakes are critical for proper braking action. So far, what you have said is incorrect.
"Your attention please....we have an new pilot on board and this was just a practice run. We will be looping back to the start of the runway and be on our way soon. Thank you for your patiences"
High speed??😂😂😂😂😂😂😂😂😂😂😂😂. That was maybe 110 knots. High speed😂😂. Then somebody literally “WTH” Did she want to die??? Some people aren’t smart enough to know the difference. My 17 year old is a pilot and there is a very fine line there. Those planes are so safe that you can be lulled.
Going from 250 miles an hour to 10 is crazy but planes are great machines glad the captain 🧑✈️ was smart to figure something no one else was relizing etc saved countless lives :)
