SaltyDog

Absolutely agree, was commenting that in the case I posted, (cargo fire with many other circumstances) I believe I would be better off staying on the ground than crashing ala Valuejet. Any engine failure I get AT V1 or above I will go flying. Simply saying like many, reason they have humans, is to make a decision that is not planned for in the normal course of training. Every AOM/POM says they cannot plan every contingency or emergency. i.e. multiple compound emergency event (ala UAL Capt Haynes DC10 flight)

ExperimentalAB

Every case is unique. On the one hand, there is what the Reg's say in black and white. On the other hand is your best judgement. Sure, the FAA can always come after you for aborting at/slightly after V1, even if you save the Aircraft and everyone on it...but I think most Pilots would rather face that acquisition than not being able to at all, because you tried taking an Aircraft airborne that just wouldn't fly.

Remember that American DC-10 that lost it's left engine on takeoff? The crew did everything by the book, which is exactly what killed them. Just something to think about.

ghilis101

this is true, but thats because what happened to them was not even in the book. when the engine separated, it took the slat with it. McDonnell Douglas says that if they had flown V2+10 they would have made it. It was subsequently written into the checklist that if you lose an engine on T/O AND you get a slat disagree, you fly V2+10. Unfortunately, however, the sim cant be programmed to give you this on takeoff, so DC and KC-10 crews are only verbally trained on this scenario.

anyhow sticking to the book is the necessary start for a standard scenario, and then if thats not working because of a compound emergency or something thats not in the book, thats where you have to use experience and knowledge of your airplane to stay alive

UPTme

It took the slat and cut the left wing's hydraulics. Remaining slats and flaps retracted, left wing stalled. Down we go.

FlyingViking

What is the TO distance and the lndg dist for a saab? With 14.500 feet of runway it seems to me like you can TO and land without making a turn. Never read a book that states you have to make a turn or fly a pattern with a burning engine / wing... The "most suitable runway" could be the 7000' straight in front of you, 35' below you, no?? The V1 speed is not pr. definition in a turboprop of that size with a 14.500' of runway anyway...

George Dubya

Here is a good one in the SAAB that I got. V1..Rotate pull up airplane won't pull up jammed elevator. I aborted and stopped. Other pilots I have heard try to take it airborne, using trim or trying to disconnect the interconncect unit and they had to put another quarter in. Point is there are some scernarios where you would abort after V1. I agree engine fire indication take it in the air may just be a faulty indication.
PS Colgan Rules and I rule

SmoothOnTop

Would you add to the end of your brief:

"At or after V1, we'll continue...if the laws of physics allow, otherwise we'll unbuckle from what remains of our flight deck seats after the crash and run like H E double hockey sticks."

??

flybywire44

So how many seconds after V1 do you abort. You have to draw the line somewhere and thats what V1 is... Continue and come back and land 5 min later.

SmoothOnTop

Thrust or power lever hand on yoke or lap at V1.....

blastoff

If the aircraft is incapable of flight, its incapable of flight. If you have to take it into the weeds, so be it...you're left with two choices, crash under some control or crash out of control. Flying is not an option (jammed flight controls, loss of all engines (or 3 of 4 in a 4 engine), and probably some freak accident that no one has thought of). How do you lose all your engines? Flock of geese, FOD, or fuel contamination.

The (extremely few) scenarios where you would abort after V1 continue to infinity seconds after, if that answers your question. Regardless, its not like it takes 20 seconds after V1 to figure it out...jet won't fly, Abort. Go through the fence at 100 knots with brakes on vs. nosing into the ground in a stall at 150 knots.

There is a reason its called "decision speed" not "do not abort speed." And its easy to brief..."We will be committed to the takeoff after V1 unless the aircraft is incapable of flight."