They weren't exactly hauling tail at that point. That plane was accelerating very slowly, enough for me to initially think that was the cause of the abort.
1) This is the cockpit, cabin crew at your positions... 2) An alarm concerning a baggage compartment door which was perhaps not properly closed. Of course we will go back to the parking to check that out. I'll ask you a little patience.
+Slides2006 Because their first concern is to assess the problem, and whether or not it requires an immediate passenger evacuation. After that, they can move off the active, if able... which he did.
I would be hesitant to take another flight with the same aircraft. At the time of aborted take-off the speed seems to be approx. 2/3 of the V1. I can imagine how terribly the undercarriage was forced (strained) and brake pads, etc. were fried during slowing down with such a high deceleration..
+norton noble That is not necessarily the case. The pilots can check the brake temperature indication and they can assess, if and how much delay they need until they go for the next take off. Often there is plenty of runway remaining at V1, so that there is no need to hammer the wheel brakes and no special precautions have to be taken after a stop done at 2/3xV1.
the forces on the undercarriage during decelleration really aren't much of a problem. The landing gear is designed to take quite a beating vertically and parallel to direction of travel. You gotta be careful in crosswinds. While the landing gear by design can take a little (in comparrison here, always keep in mind there's hundreds of tons pushing) sideways forces one should minimize them. Otherwise a rejected take-off doesn't do too much to the aircraft. The break temps are being monitored at all times by the computers and can manually be monitored in the cockpit at all times. If the plane returns to the gate there will be enother walk around. Basically it's like you going 70mph down the highway and performing an emergency breaking manneuver. :)
Subtitles in English and French available.
Autobrake (RTO) shows no mercy! love it!
Alarm - for a CARGO DOOR? Are you sure this wasn't on a dc-10? lol
True🙄
Nope, the DC-10 wouldn't warn the pilots about the cargo door. The door would just blow out.
Impressive stopping that quick. 👍👍. Subscribed
They weren't exactly hauling tail at that point. That plane was accelerating very slowly, enough for me to initially think that was the cause of the abort.
Porte de soute? Vous êtes sûr que c'est pas un DC-10?😂
🤣DC 10 avion le plus dangereux
"I'll bet this baby can stop on a f_____g DIME!!" Kurt Russell, 'Breakdown'(1997)
cool video! did the flight attendant tell you to "un-fasten" your seatbelts?
Yes. They told us to unfasten our seatbelt and were ready to open doors and slides.
Impresionante de interesante!
Air France great pilots great crews!!!
Arrêt complet en seulement 15 sec !
what day this happens?
What is he saying, please? My French is still poor.
1) This is the cockpit, cabin crew at your positions... 2) An alarm concerning a baggage compartment door which was perhaps not properly closed. Of course we will go back to the parking to check that out. I'll ask you a little patience.
Thank you!
I was in Paris, waiting to take off and there was this same Airfrance problem 777: that door really is problematic...rsrs
@@cleversonbem3732 maybe it was the same flight
Why'd he just stop on the runway? Why not just taxi off the active runway?
+Slides2006 Because their first concern is to assess the problem, and whether or not it requires an immediate passenger evacuation. After that, they can move off the active, if able... which he did.
I would be hesitant to take another flight with the same aircraft. At the time of aborted take-off the speed seems to be approx. 2/3 of the V1. I can imagine how terribly the undercarriage was forced (strained) and brake pads, etc. were fried during slowing down with such a high deceleration..
+norton noble That is not necessarily the case. The pilots can check the brake temperature indication and they can assess, if and how much delay they need until they go for the next take off. Often there is plenty of runway remaining at V1, so that there is no need to hammer the wheel brakes and no special precautions have to be taken after a stop done at 2/3xV1.
Not an issue at all.
the forces on the undercarriage during decelleration really aren't much of a problem. The landing gear is designed to take quite a beating vertically and parallel to direction of travel. You gotta be careful in crosswinds. While the landing gear by design can take a little (in comparrison here, always keep in mind there's hundreds of tons pushing) sideways forces one should minimize them.
Otherwise a rejected take-off doesn't do too much to the aircraft. The break temps are being monitored at all times by the computers and can manually be monitored in the cockpit at all times. If the plane returns to the gate there will be enother walk around.
Basically it's like you going 70mph down the highway and performing an emergency breaking manneuver. :)
stop trying to pretend you know anything about aircraft.