Quote:
Originally Posted by E_Dawg  I like to not have to think. At v1, unless the airplane physically does not rotate or we are asphyxiating from fire/smoke in the cockpit, we are flying.
Because at v1, there is almost nothing that would necessitate an abort to the point that it would be safer than a quick trip around the pattern.
Especially when you factor in human decision making ability, your assessment of what is wrong (how do you KNOW it's a structural fire that's gonna burn through the control cables and not a coffee pot that got too hot), and the amount of time you have to make that call. |
I'm even of the opinion that, at least in the Lears and Citations that I fly, it's better to get rid of the 80 knot decision mantra as well. We typically only have a short time between the 80 knots and V1 calls anyway, so I say forget about that "after 80 knots we'll only abort for loss of engine, engine fire, loss of directional control, or T/R deployment" stuff. I brief that we'll abort for anything before V1, because by the time I decide if that blinking light I see out of the corner of my eye is just a generator failure, or the first indication of an engine that's eating itself up, I'm probably already past V1. Others might make a different decision based on the characteristics of their airframes, but that's the way I approach it in the airplanes that I command.