What does the pilot do when accelerating for take-off, being already after V1 but still accelerating, and.....

Question

.... suddenly the aircraft drifts to the left or the right of the runway (because of a tire malfunction or whatever)? Does he still continue (because as you know the old rule "always continue after V1), or does he try to reject the take-off (which i suppose)?

Answer 1

V1 is DECISION SPEED. If you attempt to abort- FOR ANY REASON after V1, you have become a test pilot and are now operating outside of the limits of the aircraft performance.

I don't care how long the runway is... if it happens after V1, I'm going flying, because the book says I can make it. If you choose otherwise, you <might> make it, but you can't be 100% positive.

I have done a real life high speed abort before (110 knots in the CRJ, about 12 knots below V1). Even with extra "decision time" we used up 10000+ feet of runway with moderate to heavy braking.

Go with the book and the manufacturer procedures and you CYA. Decide to abort after V1 and run off the runway, the feds will come after your butt (not to mention the litigators who will be suing on the behalf of your passengers...)

Answer 2

This is closely tied to your previous question regarding V1. Remember that the accepted definition of V1 (if you abort 1 knot above V1 you'll roll off the end of the runway) only applies to a limiting length takeoff.

Technically, if the airplane has reached V1 the safest thing to do is continue the takeoff. Of course, in real life the correct answer is "it depends".

One of our more experienced pilots had a similar situation occur a few years ago. He was taking off and had an engine failure after V1 (he was in the process of rotating but the airplane was still on the ground). He aborted and everything worked out fine. He knew that the runway length of 8,000+ feet was more than adequate to safely stop the 32-seat regional jet he was flying. If the runway was icy he may have made a different decision.

Answer 3

This is closely tied to your previous question regarding V1.  Remember that the accepted definition of V1 (if you abort 1 knot above V1 you'll roll off the end of the runway) only applies to a limiting length takeoff.

Technically, if the airplane has reached V1 the safest thing to do is continue the takeoff.  Of course, in real life the correct answer is "it depends".

One of our more experienced pilots had a similar situation occur a few years ago.  He was taking off and had an engine failure after V1 (he was in the process of rotating but the airplane was still on the ground).  He aborted and everything worked out fine.  He knew that the runway length of 8,000+ feet was more than adequate to safely stop the 32-seat regional jet he was flying.  If the runway was icy he may have made a different decision.

Answer 4

Once you reach V1, you should be committed to the takeoff and V2 usually comes pretty fast after that, so even if you had a blow-out or other problem during that short interim it shouldn't affect your decision. You'd also have to be able to instantly recognize the problem and react quickly enough to make a safe abort. Not likely unless you're expecting it. I was flying right seat in a King Air 200 with a captain who decided to abort right after reaching V2. It wasn't pretty but we did touch down safely and stop in time (just barely). What he did was definitely a very poor decision on his part and it would have been far safer to continue and circle back for landing.

Answer 5

keep it stuck too the ground. if it is a tire malfunction, it will be must harder to bring it back down after your in the air.

Answer 6

The decision to take off regardless of any emergency was already made at V1.