Originally Posted by
Flyboy8784
Its definately something to keep in your mind on a day where the DA is high....its hot and your heavy.
Depending on the length of the runway...balanced field length and all that stuff determines what you should do. In my opinion??? If the field is long enough...abort...I brief that after v1 one of the few things ill abort for is loss of directional control, which depending on the severity of the windshear could happen.
Though few and far between, their are instances where you will have to abort past v1 or sometimes even after vr. We used set and elevator jam at rotation in the sim for the lear 60. Crews had no choice but to abort. Just to show them that its possible that you may not have a choice.
The DAL procedures specify that you would fire wall (ie cook) the engines and rotate with 2,000' feet of runway left even if you haven't reached VR. If you think about it this is the logical choice. Statics show that you are almost guaranteed to crash attempting to abort above V1, but may very well be able to fly under the circumstances. The ability to safely fly in that situation is, as someone said, an unknown, but it's less of an unknown that the likely outcome of the alternative. (aborting after V1, history shows an almost guaranteed crash)
This logic is further bolstered by the common guidance given to justify aborting after v1. "only if the aircraft is unable to fly" Well in this scenario you're not really sure about the flyability'. If the weather is so bad that you do have assurance that you can't fly then you shouldn't have been attempting a TO in the first place.
The Lear with the elevator jam at v1 is a no brainer and really a different discussion, as you would be certain the Lear would not fly. It is, however, a good example of a situation (however unlikely) that you would definitely abort after v1.