Page 30 - May23T

[A pilot] must have good and quick
judgment and decision, and a cool,
calm courage that no peril can shake.
-Mark Twain
pilot-elected ‘decision point’ is around 60-80 kts—while our kinetic energy is still relatively low. A typical list of reasons to stop before 60-80 kts would begin with the big things: fire, failure, stall, controllability and wind shear. But, at that first slow-speed decision point, we can also add other potentially bad things: slow acceleration, tire failures, unusual noise or vibration, a sudden, strong smell, bird strikes, and possibly a call from your cabin crew or a scream from the passengers. In other words, just about anything.
Once we exceed that predetermined, slow-speed deci- sion point, we will continue accelerating to V1. In the time from our elected decision point to our official, per- formance-based decision speed at V1, we will then only abort for the big ones: fire (cockpit, cabin, cargo, engine), failure (engine and maybe total electrical), stall (wings or engines), controllability (flight control issue: runaway trim, failure to set the flaps, a deployed thrust reverser, rudder hard-over), and wind shear or microburst. I hear you
Flight control issues are on the short list of reasons to abort.
asking: how can we have a wing stall during takeoff? I don’t know—wing ice or possibly AOA failure. But do you really want to leave the ground with the stall warning blaring and/or the stick shaker going off? Once we reach V1, we are taking the vehicle into the air, no matter what, lest we attempt an abort above V1, exiting the paved surface at a kinetically energetic (1⁄2 mv2) and likely deadly velocity. Now, about botching that high-speed abort.
We Totally Botch them
A low-speed, low-altitude, heavy-weight engine failure is dangerous and difficult to manage. So why even have this discussion about whether to go or stop? Why not simply
28 • TWIN & TURBINE / May 2023
1st Source
http://goairtext.com