Azul late take off in Brazil.
https://avherald.com/h?article=51932c00&opt=0
Congonhas is no picnic.
Only thing I (maybe) notice in the video is that there appears to be a sudden increase in acceleration just when the aircraft passes the [3] marker.
Wrong numbers in the computer? An "aborted" abort?
But videos at an angle can be deceiving.
Congonhas is no picnic.
Only thing I (maybe) notice in the video is that there appears to be a sudden increase in acceleration just when the aircraft passes the [3] marker.
Wrong numbers in the computer? An "aborted" abort?
But videos at an angle can be deceiving.
It does have the appearance of inadequate thrust for the weight and runway. With a V1 engine failure you should be higher than that over the runway end, and this was with both running!
I dont know the facts on this incident . However I want to point out, reduced power t/o's, do have a lot to answer for.
IMHO. If reduced power was used, in this case, Someone has obviously got something wrong..
They have caused many incidences and accidents. Going against tha basics. Full power has everything, to be on your side.
The more power, the aircraft has on all engines at t/o, the crew are better placed, to handle an engine out scenario.
Never did like them. All about saving money.
IMHO. If reduced power was used, in this case, Someone has obviously got something wrong..
They have caused many incidences and accidents. Going against tha basics. Full power has everything, to be on your side.
The more power, the aircraft has on all engines at t/o, the crew are better placed, to handle an engine out scenario.
Never did like them. All about saving money.
Last edited by RichardJones; 29th May 2024 at 20:36.
… which is why I think you’re a long retired pilot. There is nothing wrong (& everything right) about derated takeoffs on modern bypass engines. What is missing in these (potentially?) mishandled takeoffs is a level of rigour, discipline and airmanship.
I’m coming to the end of a career encompassing engines ranging from JT9s, RB211s, CFM56s to the biggest GE90s. The way we handle these modern engines is instrumental in achieving the mean time between failure rates that make modern aviation the successful and efficient business it is today. Full power takeoffs have their time and place for sure, but it’s nowhere near as simple as you suggest.
I’m coming to the end of a career encompassing engines ranging from JT9s, RB211s, CFM56s to the biggest GE90s. The way we handle these modern engines is instrumental in achieving the mean time between failure rates that make modern aviation the successful and efficient business it is today. Full power takeoffs have their time and place for sure, but it’s nowhere near as simple as you suggest.
The following 5 users liked this post by ploughman67:
I dont know the facts on this incident . However I want to point out, reduced power t/o's, do have a lot to answer for.
IMHO. If reduced power was used, in this case, Someone has obviously got something wrong..
They have caused many incidences and accidents. Going against tha basics. Full power has everything, to be on your side.
The more power, the aircraft has on all engines at t/o, the crew are better placed, to handle an engine out scenario.
Never did like them. All about saving money.
IMHO. If reduced power was used, in this case, Someone has obviously got something wrong..
They have caused many incidences and accidents. Going against tha basics. Full power has everything, to be on your side.
The more power, the aircraft has on all engines at t/o, the crew are better placed, to handle an engine out scenario.
Never did like them. All about saving money.
The following 2 users liked this post by Consol:
Yes I understand the above points.
However, at the most critical period of a flight, expecting an engine out and being prepared for an engine out, are one and same. Are they not? I know how much power I preferred, albeit, weren't allowed.
I rest my case.
To avoid forgetting other items that could kill you. FARTS is good. As I final check..You may if you don't.
F. Flaps/Flex
A. Air Brake
R. Runway
T. Trims
S. Speeds
However, at the most critical period of a flight, expecting an engine out and being prepared for an engine out, are one and same. Are they not? I know how much power I preferred, albeit, weren't allowed.
I rest my case.
To avoid forgetting other items that could kill you. FARTS is good. As I final check..You may if you don't.
F. Flaps/Flex
A. Air Brake
R. Runway
T. Trims
S. Speeds
Last edited by RichardJones; 30th May 2024 at 00:35.
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Azul E195 Sao Paolo incident
https://www.aeroinside.com/19543/azu...-long-takeoff#
Video: https://x.com/aviationbrk/status/179...RfzG3xcjdUzx5w
Take off initiated just 100m before the end of the runway. Flaps?
Video: https://x.com/aviationbrk/status/179...RfzG3xcjdUzx5w
Take off initiated just 100m before the end of the runway. Flaps?
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From the original AV Herald article.
'Brazil's CENIPA reported the aircraft took off past the usual point, the flight continued without further complications. The occurrence was rated an incident and is not being investigated.'
'Brazil's CENIPA reported the aircraft took off past the usual point, the flight continued without further complications. The occurrence was rated an incident and is not being investigated.'
