I was at BudaPest LHBP, ready for take off in the PHEH 747-400.
ATC had just cleared me for takeoff. So I turned on to the runway, made a last minute check that all systems were up and running, and started rolling down the runway.
I was approaching V¹ , when suddenly a Cessna , taxiing to his assigned runway, was crossing my path on the runway.
As I hadn't reached V¹ (which is 160 KIAS for the 747-400) , I was going 143 KIAS, it was safe to initiate a RTO.
I set the Auto-Brake setting at RTO.
Applied spoilers, and then reverse thrust.
The reject itself is an emergency maneuver, with emphasis on full braking and correct use of spoilers and reverse as essential to the successful outcome of the maneuver.
Had I not done this, I would have surely striked the Cessna with all catastrophic concequenses that would have followed.
At V1, the decision to initiate an RTO must already have been made and the RTO must already have begun. If there is any hesitation, the remaining time may be insufficient to allow a successful high-speed RTO.
The brakes glow orange-red and reach temperatures of more than 3,500 degrees Fahrenheit from the energy absorbed while halting the airplane. Shortly after the stop, wheel fuse plugs melt to safely release tire pressure. As an result of this RTO, the 747 suffered particially blown tires. The brakes are now useless, and the fuselage is partly damaged by a small fire in the front brake section.
No passengers were harmed.
What I now wanted to know is how are we going to solve this problem.. Thus how long will it take to have the plane repaired. Or is it possible to let another pilot fly one over or so. As for the passengers are still stranded hereIn addition for those whom don't know, the definition of V¹ is referred to as "decision speed." This term implies that a airplane could accelerate to that speed (V¹), that the decision to reject or continue could then be made, and that the resulting maneuver would have a successful outcome.
We used the definition of V1 as:
The speed selected for each takeoff, based upon approved performance data and specified conditions, which represents:
The maximum speed by which a rejected takeoff must be initiated to assure that a safe stop can be completed within the remaining runway, or runway and stopway;
The minimum speed which assures that a takeoff can be safely completed within the remaining runway, or runway and clearway, after failure of the most critical engine at a designated speed; and
The single speed which permits a successful stop or continued takeoff when operating at the minimum allowable field length for a particular weight.
Note 1: Safe completion of the takeoff includes both attainment of the designated screen height at the end of the runway or clearway and safe obstacle clearance along the designated takeoff flight path.
Note 2: Reference performance conditions for determining V1 may not necessarily account for all variables possibly affecting a takeoff, such as runway surface friction, failures other than a critical power plant, etc.
Regards,
