How Jet Crews Make Their Go/No-Go Decision During Takeoff
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- Опубликовано: 22 июн 2017
- When you're flying a single or a light twin, your go/no-go decision is usually pretty simple. But a large jet or turboprop is different. Your decision is based off a V-speed: V1.
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I love engine failures. I sometimes shut one down for the heck of it. A little game I like to play with the passengers. They love it.
Oh, the passengers probably don't even realize it. Shut off the in flight free wifi and that get's their attention every time.
lol
Jack White i usually pretend to fly at a skyscraper but turn at the last minute.
I used to do that on nyc east river. Then 911 happened. No more.
WHAT AIRLINE ARE YOU FLYING!
The fact that people actually only have such a minor thing as the shirt to hate on, means this is a pretty good video lol
Well done!
Yes, it is a pretty good video. It's also a pretty atrocious shirt. The two aren't mutually exclusive.
Thanks Boldmethod - A very informative video. You wear whatever you want mate, we appreciate the production and the straightforward delivery.
V1, pull the shirt! :D Great show, Boldmethod.
Fantastic production quality, I love your videos!
Thanks!
awesome video
Our SOP dictates that if you lose and engine, reversers are deployed but not spooled up. If it's a catastrophic engine failure (N1 indicates 0 or something so erroneous it can't be correct), reversers stay stowed. We operate from narrower runways so we need to maintain directional control.
Boy you've got these people hurt over your shirt! hahahaha I like it.
I suddenly feel like I want to be a pilot at the middle of my lifespan
Go for it!
he can always take some flying lessons and just become a private pilot.
Back when I was a flight instructor, one of my students was well over 60. He was an ex-military guy who always wanted to be a doctor and a pilot, so when he retired from the military he went to medical school. And when he graduated from that, he went on to become a private pilot. He was one of the most inspiring student pilots I ever flew with.
Go do it. What are you waiting for? Doesn't matter if your middle aged.
For me i'm waiting for my son to be older (he's 3 month old). Then i will give myself a gift of taking pilot lessons.@@mouser485
In our turboprop airline the Emergency Takeoff Briefing is "Before V1, either pilot may call failure. If the First Officer calls it, the Captain may call “Stop” or “Go”. At the V1 call, the take-off will continue, climbing at V2."
So the V1 call is a decision speed, in that the decision has been made for you once the PM calls it - you're going flying. I have to say I prefer it that way as well. It's a succinct benchmark and puts you in the right frame of mind for failure management, rather than leaving you to make a decision and burn up useful stopping distance.
Absolutely EXCELLENT QUALITY VIDEOS EVERY SINGLE TIME as well as being so informative. Keep it up!! thank you!!
Thanks!
I could not tell but was he wearing a Polo shirt?
Yep!
Just messing with you ..... Very good explanation of the V speeds.
ralph laren, right?
I am a retired US Military pilot (26 years). I have to say I don't miss the pressures associated with flying. My life is stress-free and I am loving life. I know pilots know exactly what I am saying. When I was doing the deed I loved it minus the annual check rides.
Mich B What did you fly in the Military?
I'm not military, but I used to fly high-risk operations (low level aerial survey), and I agree completely. One of my last big jobs before I quit was just after I had my first daughter, and as I was skimming tree-tops flying in the middle of the amazon jungle all I could think of was "don't crash, don't crash". Lol. Once you have kids its a totally different mindset. Not everybody loses their nerve, but I sure did.
This is a great technological breakthrough and I am SO pleased to first learn of it here. Manually calculating that go/no go line on every runway and takeoff, for every different aircraft and loading combination has to be one of the most imprecise, (and thus prone to mistakes) calculation ALL pilots must master, yet is (almost always) never really noted in GA flying anyway yielding a norm of unnecessary danger in ALL take-offs that aviation has had to just muddle through and NTSB knows so well. THREE CHEERS! This is a great breakthrough and lifesaver!
I'm just getting into these Boldmethod videos. They're excellent quality; really impressed.
Great explanation! Great job sticking to the essentials. I used to teach this stuff for many years - V1 is a tricky thing to explain.
Awesome video!! I've leaned a lot about aviation of all kinds from your videos, and as a 15-year old with time in a 172 aspiring to fly an Airbus one day, I'd say your videos have really put me ahead of the game!
that was cool! im a bit of a casual aviation buff so i knew that V1 was the decision speed, but all the extra details and the examples in the sim and in a real aircraft were all super top notch and informative!. I had never actually heard of the accelerate go and accelerate stop terms before! Thanks for sharing!
These videos are so awesome...love how you show real examples of every scenario!
We just had a chat about this on r/flying. I was having a hard time following because I'm just a low time student. Thanks for the thorough and easily followed explanation! Suddenly the conversation all makes so much more sense.
Glad you liked it Jay!
Really well made ! Keep it up ! Looking forward to more stuff on the Jets
Thanks!
It's really fun and entertaining to throttle down both engines and then pull up speed brakes, and then flat spin. The screams from the passengers are just lovely.
Mike Martin Funny
amazing work and explanation. well done.
love the background music.
Fantastic video!
Excellent video.
Incredibly informative and very well put together.
Thanks for that!!!
Excellent illustration and narrative. You are a great service to Aviation!
Incredible videos quality. Watching them is pure pleasure.
Nice job! Thanks.
GREAT video!
9:30 I experienced an engine failure in a J-3 Cub once. You're right, it is very quiet.
I was getting a flight lesson from my dad at the time, and I was a bit high on the approach.
We'd been practicing engine failure procedures but my dad had never actually shut the engine off, he had always just simulated engine failure by reducing the power to idle. I was expecting him to simulate an engine failure on my approach so I was ready for it, but I was surprised hen he said "I have the plane." in a terse manner. That's when I realized it was no simulation.
He landed normally, but then we had to get out and push the plane. It had no radio so we couldn't call for help. But the FBO saw us pushing the plane and sent a truck out to us.
Really cool channel. Always enjoyable to learn about flying.
Thanks!
Thanks for sharing !!. V1
Amazing video. Came here from DCS world a10c tutorials. Inpressive technology and practise you guys shared with us, thank you very much!
Great job and thanks for your high quality videos Boldmethod greetings from Germany!
Thanks!
Amazing video
You need to lose the shirt...throw it out of the when you reach V1.
The ego is a strong thing.
Your fat ass couldn’t even reach V1.
+Alfie Moon LMAO!
great video
Great! The quality of this video is amazing, great production and the info is even better, I'm an A320 FO and found this video really useful! Thumbs up!
Thanks!
Awesome as always!
Thanks!
Just a little 2cent from my 7 years experience on 737 in airlines and as a CMDR in training :
Remember "Aviate / Navigate / Communicate". Communicate is last !
When you abort a take off, both pilots have better things to do than reading the system screens or calling the tower. It sounds like a good idea to analyse what the failure is and call the tower all while the plane is not yet stopped, however all of this is gonna be useless if, say, the captain faints because of the sudden stress and veers the aicraft off the runway. If the FO has the head inside the aircraft and talks to the tower instead of being focused with the captain (albeit most of the time passively) in stopping the plane safely, it's of no use. The role of the FO during an RTO is to monitor the CMD actions and correct them if needed including taking controls himself if necessary, awaits for his orders, follow them.
- 1 - Stop the aircraft correctly
- 2 - the captain will ask the FO when the time is right for his analysis.
- 3 - perform the memory items and checklist if there is any. Important to remember : TAKE YOUR TIME, it is useless if by rushing you forget the most important item (cutting the fuel, releasing halon, whatever it is)
- 4 - then and only then advise the tower of the rejected take off. If weather is good and they are professional and looking at their runways or radar screens they will notice and take action before you call them. In my plane, this part is actually at the end of the Emergency Exit.
- 5 - a Fire would be a good excuse to briefly tell the tower "Rejected take off, fire , call emergency services, standby" or something like this if extra capacity, but NEVER at the cost of controlling the plane as it decelerates and the captain is in contro. It wouldn't cancel the need for communicating at the end, possibly by downgrading the emergency to "false alarm" or giving more information to the ATC (notably the position of the aircraft on that 4000m long runway on a very misty day)
I have been in several airlines and with their differences they have always, always, told us to be slow, calm, and do one step at a time. There has been more death due to switching the wrong engine at the wrong moment than due to taking a breath and thinking 2 seconds before committing to a critical procedure.
Notice how the CMDR, at the end of the video, correctly only briefly communicate the only information he has : "power loss". In my airlines it has always and only been "Master Caution" and only if quickly assessed "Engine Failure" or "fire" (because a fire should trigger a different mindset). But "power loss" is a different yet similar call that tells the FO (PF at that time) he can expect a lateral moment. Which side ? He will see, it's better not rushing in determining the problem yet. Once the FO is in control of the plane (AVIATE), he assesses quickly speed / direction / altitude and considers the FO is flying the correct route (NAVIGATE) he then proceeds to talking to the tower and briefly stating his intentions. If he is busy he might add "Standby" at the end to remind the ATC to not distract the pilots in their engine out climb (AVIATE/NAVIGATE) and they they will come back to them when free or with more information. The ATC already has enough information to trigger Air Services like firefighters and runway inspection to be ready ASAP.
Inheritance Studio that's good thinking. I fly a 145 for a regional carrier as an FO and our training is slightly different. They actually want us to call the tower during a reject. They stress to keep it simple and only call when the aircraft is under positive control. They stress that at larger hubs, a takeoff clearance could be issued once we get half way down the runway and ATC is pushing a pretty tight operation. This happens a lot and the tower should be advised that we are aborting. It should be a short and simple "tower, "callsign" aborting 27L, standby" and if there was a fire alarm I'd probably add "roll the trucks" or "send CFR"
Finally. Take off. Step by step, in a nutshell. Thanks for the video. Well done.
Glad you liked it Wayne!
Great content.
Very informative and entertaining. Thank you for your hard work, research, and time making these awesome videos!
Thanks!
Good and informational content as always.
lovely video, well made, very informative!
I absolutely LOVE your video's. Although I am just a simmer, I learn so much from you. When can we expect the next? :D
Keep 'm coming!
love your videos but WHY DO YOU NEVER BLINK?????
0:58
Lol
Seriously though, production quality in these videos is stellar. Excellent job
I prefer pilots who don't blink during takeoff.. Confidence ,,, lol
0:25 you're welcome
Great video. If I am ever at the helm, I'll be a natural for sure.
I'm not quite 70. In 63 years of flying in commercial airliners from 747 s to Cessna 172 s, I have never experience an engine failure. I've been in situations where we were told that indicator lights failed for brakes, landing gears and engines but never actually was in a life threatening circumstance. I have always known that I was safer in a Cessna with an experienced pilot than I was in an NYC taxi cab. Training and maintenance in the U.S and as mandated for foreign carriers pays off.
Came here for the shirt
You wouldn't be disappointed then.
So in the simulator the FO has the plane but has both hands on the yoke. The Captain has his right hand on the thrust levers. I thought the Officer in control of the aircraft keeps his hand on the thrust levers until V1( as stated earlier in the video).
Jason Gates at most airlines it is the captain that keeps his hands on the thrust levers. The captain has more experience and in an aborted takeoff situation he is the one that takes control of the aircraft and immediately stops the takeoff, regardless of whether or not the FO was the pilot flying.
Very informative and well produced video i loved it!
Thanks!
Quality video.
This was excellent.. thank you..
Great video as always :)
Thanks!
❤
You could seriously walk onto the set of the Big Bang Theory and become Sheldon Cooper's long lost brother:) Great video by the way.
New Sub!!!! Enjoy your hard work!
Great advice for runways that have the extra distance. What if V1 is just as you start rolling? Is that just more of an all out attempt to get to V2? Burning a little engine wear with added thrust to force a the go distance as the only option. Seems obvious now that I thought about it writing it. But will leave it just in case there is a point to be made with it. like the age of the plane and etcetera.
I love planes, so why did it take me so long to find such a informative aviation channel?
could you make a full flight of these clips
very cool video!, Are you commercial rated?
Great video. Very instructional/informative and amazing production quality.
(Also: "We heard you like polo t-shirts, so we put a polo tee inside of your polo tee.")
The music is really good! Source?
Great video as usual! Good to know that ERJ's are fairly capable on one engine. I always have to fly on these little guys to visit family and I hate it :)
Hopefully this makes you a little more comfortable. They (like all airline jets) are really capable aircraft.
I fly this exact jet, engine failures on takeoff are pretty challenging to get the hang of, but they won't let us even touch the real airplane until we have it down cold. It's probably the most practiced maneuver in the industry. Every 6 months to a year, we go back in the simulator and practice it again and again, along with all of the other hilariously rare emergencies that could possibly happen. Every pilot tends to have maybe 1or 2 real emergencies in their career. And I had mine already in a light single engine airplane, if it makes you feel any better.
Thanks, I will remember.
In case of a go after V1 it's the Take Off Distance Required (TODR) that matters, not Accelerate Go Distance (based on ASDR, Accelerate STOP Distance Required) . Difference is that ASDR incorporates a stopway for it's safety factors (usable tarmac after the runway ends with at least the same width of the runway) and TODR uses a clearway, which is a clear area which is not built up and is at least 500 feet wide for class A aircraft (commercial jets) and on which the slope cannot be more than 1.25%. I've never heard the term Accelerate Go Distance, this would be TODR.
Nice airfield at the beginning, where is it?
do you need a key like in a car to tart an airplane?
Love the music...
Does anyone know what music is in the background towards the end of the video?
What if you loose an engine well before V1 and don't notice until you almost hit V1. If that happens then you will have traveled a much greater distance before you get to V1 so the accelerate stop distance will be much greater and you will have less runway on which to stop. Could you potentially get in to a position where you can neither take off or abort?
You will notice if you lose an engine. Also all the data from the aircraft manufacturers includes a generous time allotment to recognize the failure and perform the appropriate actions (throttles to idle, brakes).
What happens when both engines fail after the call "v1" or just before "rotate"?
Are there any alarms and do you have enough airspeed.
I learned a lot.
indyjons321 I learned nothing but review is always good. Always!
What about a single / double failure right at the point of nose up ??? Is thr a protocol for that too ???
At 0:34 in the video - just as the plane is lifting off the ground - the right tire produces smoke as if it is dragging/seized or the pilot is applying the brakes. Was this intended or is this caused by the wheel bearing being stuck or brake stuck? This being a video about emergencies, I can see that it may have been intentional but i dont know. Can someone please clarify?
Yea, this is a lot better than my previous strategy of flailing my arms in the air and screaming "We're all gonna die!"
Anybody has a clue on what's the ambient song at the end?
If you had a single engine failure, would you advance your remaining thrust lever to 100% n1?
Great video! One question : for the first aborted take off (the below V1), why did the captain took over the controls? Wasn't the FO acting PF during this take Off? Is it standard on the erj?
How do you know how much runway you've used or have remaining? Can you calculate the take off roll length? eg hot,high,heavy and head-wind vs nil-wind. I'm guessing this is pre-determined or differs by varying runway lengths (known quantity?). Great production👌Subscribed
Do they still make they erj 145?
What if both engines fail short after V1 or ever short after rotate? Does this even happen without a birdstrike?
Can somebody tell me what they are saying after the word RNAV (I know that one). It sounds like "taps"- is that their first waypoit out from the runway??? Stumped!
is that a gulfstream with a HUD in green?
What if you loose both engines after take? (beyond gear up)
If that professional attitude and process is throughout ExpressJet, I'd gladly take a seat in that cabin any day.
Great Video. Is there a similar process for landings?. For example if something goes wrong after the plane as touched down but still at high speed and the pilot does not feel the plane is stopping in time when does the crew decide to pull back up or keep trying to stop the plane.
go arounds can be done after a brief touchdown, but when you start braking you're not going anymore
Once you're on the ground and the spoilers are deployed, you're not going around. Airliners have very powerful brakes but when it's slippery, the antiskid system will kick in, making the aircraft seem like it's not stopping. They emphasize in training to just let the antiskid work and use the thrust reversers. If you try to go around, you will likely not get airborne again and everyone could get killed. If you pull the parking brake you'll override the antiskid and probably slide off the side of the runway. The safest option is to use reversers and full braking. We do calculate the landing distance (we send for the calculations through the airplane's acars system) for every single landing. We can select the landing conditions also for snow/icy runways. If there isn't enough runway, we don't even attempt a landing. So unless something goes very wrong, we are not going off the end of the runway.
What scenario what cause you to want to go-around after landing. If you can't stop in the remaining distance, you shouldn't have landed at all
How can I get into commercial aviation? I already know the greater generalities of flying an aircraft... is it just performance calculations and communication with ATC that I lack? Do I have to have some minimum degree of unrelated education like a college degree in a partially related field? and what about the use of night vision goggles for flight?
does anybody know if that was a Polo shirt he was wearing? I couldn't tell.
what happens if i use reverse thrust?
bro where did you get your shirt????
Yes, excellent vid with great info. Uhh, has anyone mentioned the shirt yet ? ;)
How do i get one of them thar shirts you got on?
Salvation Army bin, circa 1988 AD
If you're just slightly above V1, and have an engine failure, isnt it safer to abort because you won't be getting too far with no thrust, especially when the plane would be pitched up but without engines, will slow down because gravity?
That is the Embraer 145, small but the very good aircraft!
Got a question, What if both engines failed after v1?
Hi, at 0:35 the cirrus pilot push the right brake on rotation.
This was in my recommendations because I need to know how to handle an engine failure during takeoff
0:34 - Whats the smoke coming from the right main gear? Did the pilot inadvertently step on the brake thinking he was just on the rudder?