Here,s the scenario-You are taking off on a 10,500 ft rnwy and are approaching rotation and realize that you are nose heavy ,what do you do ?
BTW here,s a little gotcha to go with this scenario- flap deployment failure and you only have 3200 ft of runway left plus a 500 foot grassy run off at the end ,all of this while doing 145 knots.

 

Flap deployment failure? I would not have started the takeoff roll in the first place...

Did we pass V1? I'd probably go by that.

At 145 knots with 3200' feet, I could still get enough speed to fly zero-flaps. I'm pretty strong, so I'm pretty sure that I could rotate out of trim or I could ask the other guy to help.

 

Vr is past ,so my question is if their is no sense of lift and one is nose heavy why would anyone continue to rotation instead of applying brakes and reverser,s?

 

Aborting after V1 does not gaurantee you will have enough runway to stop. A flight control malfunction after V1 is a serious emergency and you are left with the only option of getting airborne with trim and force or crashing at the end of the runway.I would deffinately give it everything I had to get it off the ground. Now depending on the Airplane in this scenario, you might be able to stop if you CAN NOT get airborne based on how long the runway is. for example: youre in a citation or something small on this 10500ft runway and you absolutely can not get airborne then you might have the option of stopping in time. But I would never rely on getting stopped. Just remember that a flight control malfunction is not part of aircraft certification like an engine failure is, so their really is no right answer in this scenario.

 

Depends on the type aircraft and the capabilities I have to "adjust" my flight controls.

If for some reason I found myself in this situation in a KC-135, I can cut out the inboard spoilers, deploy the outboards and it's like gaining about 2 units of nose up trim.

Not much, but it may be enough to overcome the nose heavy issue and get it in the air.

Beyond that, you get into the wonderful question of do you want to go off the end at 150 kts or 30 kts, and I HATE that discussion.

 

Type of aircraft defintiely dependant here. We've recently had two aborted takeoffs for *thinking* they had heavy noses. In both of our cases it was the wrong decision. With that much runway available you could get my airframe off the deck - one of the advantages of having excess power - and also having the luxury of abort gear and an airplane made for stopping suddenly Good discussion here though and I hope it makes people think!

USMCFLYR

 

I was,nt going to bring it up but when I saw the Spanair video in here my first thought was god almighty why did,nt you guys try to abort your takeoff and this is why I posted this scenario to begin with.

 

Are you really nose heavy...? Is there a trim tab/control malfunction .... in that case flying might not be a great idea... since landing is going to be a problem (especially a flap failure), or who knows what kind of real problems there are. If you are "nose heavy" and past V1 are you really past V1?

 

Continue. You are past V1 and with 3200' left you can probably get enough speed to get her off the ground. I'd run some of the electric stab trim to counter some of the nose down and try to grab 5-10 deg nose up and get her flying. Then again, in the CRJ, you should get a flaps fail caution msg if the flaps are out of the selected position, and a config flaps warning message and aural when the thrust is above 70% N1. It really shouldnt happen.

 

Hit the JATO's