Ha, love this saying 💯

👏 Amen to that! That should have been the pilots announcement after the first "remain seated"

Ain't that the truth !

Amen to that!

Exactly

Maybe something wrong, so the pilot rejected landeb

​@@penggunafacebook9952 No, he just did it to fuck with everybody. . . 🙄

user-zi7gd9pn3l No no no pilots don’t do that shit you know nothing about aviation 🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄🙄

LMAO!!!@@user-zi7gd9pn3l

That’s true. Not always though as, ground spoilers, spoilers and reverse thrust exists. Most likely RT won’t be used unless you’re about to hit V1/VR.

The point is to reduce, lift and thrust and increase drag and weight.

@@YourAverageSpritEnjoyer Spoilers don't do anything until a certain airspeed depending on field alt. And you won't generate lift just on a T/O roll until you execute the VR as a 737 sits at -0.8 degrees with the nose gear on the ground (Excluding MAX variants).

What FunFilmsOfficial said!

@@Kpoole35also ground spoilers dont arm on ground

That’s a shit ton of energy going into the brake though.

I’ve done one at 137kts 535k lbs. that was fun.

Good call.... what that much runway left there was no problem if he took off and came back around he might have had more problems so keep the problems at a minimum great call

O hell naw get me off

I’ll cause a madness to get off, that thing won’t be taking off with me in there after something like that

Must have been Ryan air. Aint no way I’m flying in a plane that backfired.

Probs compressor stall

Wow that must of being terrifying! how loud was the bang?

I plane isn't allowed to reject a takeoff thought it has exceeded V1 speeds

@@hehepro4832 V1 depends on runway long runway with a lot of distance you can abort at even high speeds

@@mach1shobhan 737 v1 speed is 133 dosent depend on runway

If a plane passes v1 it can no longer reject the takeoff the plane would half to takeoff and do and emergency landing

​@@hehepro4832yeah, but what has this to do with the video, the plane obviusly didnt reach v1.

😂

Many reasons to perform a rejected takeoff vary but are usually related to a suspected or actual problem with the aircraft, such as an engine failure; fire; incorrect configuration; aircraft control issue; unusually slow acceleration; automated warning signal(s) indicating a critical system failure; environmental conditions such as predictive windshear; or an instruction from air traffic control.

I love it as well. Whatever the reason, it was better abort the takeoff that take whatever problem they had in the air with them. No one was on the flight deck that’s typing so who knows. Just be glad they caught it before decision speed.

Crazy how everyone knows this airline’s SOPs and memorized their rejected takeoff procedures

I love it all 🔥

And you know more than them?

@@journeystarr I think you've missed the point.

@@AK-fk8zobefore each flights the pilot has a blueprint of the flight. He knows exactly how long is the runway, (usually 2 miles) how much the aircraft weighs and the speed it has to accelerate to take off. Now, usually V1 represents the speed which the plane has still all his wheels on the ground and it’s the last call which it can safely abort take-off to a lead to a fully stop… we talk about 160 mph (255 kph). At the moment the aircraft hits V2 its the point of no return which means the plane must take off even though there is a critical situation.. at this point only the back of the aircraft still has contact with the ground and the nose of the plane ( front wheel) has already left off the ground.. so even though the pilot would want to hit the air-brakes and the thrust reversers to slow the aircraft down its now going way to fast to afford to stop cause there isn’t enough runway left to stop. We’re talking about a machine that weighs around 400,000 lbs + at 200 mph (320) at V2.. when V2 is reached the pilots rotate the steering to lift the plane. That’s exactly what happened to Concorde years ago.. the pilot knew the plane had a trouble on take off but it was already at 290 mph (480 kph)at V2.. it was do or die…

@@AK-fk8zo V1 is the last call it’s the limit which the aircraft can still safely afford to stop at 160 mph relying on his brakes, air brakes and thrust reversers if it’s rains outside. Believe me I experienced a rejected take off, it brakes pretty hard, if I didn’t have my belt fastened I would have flown from the back of the aircraft all the way to the front. At V2 there is no longer availability to stop either the plane will crash with an engine failure or not if you’re tempting to stop you’ll die anyway.. its going too fast and the part of the plane is already off the ground.. it’s 250,000 kgs moving at 300 km/h (180 mph) at 300 km/h the planes covers 100 meters per seconds in 3 seconds that 300 meters extension is covered in 3 seconds.. no way man. At V2 the plane is going just as fast as a F1 car at full speed

@@AK-fk8zo technically you can't reject at V2 because as far as I know V1 decision speed, Rotate is when you start leaving ground and V2 is the safe speed AFTER you take off that if you lose one engine you can still continue with the climb. So rejecting aT V2 would basically be coming back to the airport to land because you are already up in the air. Someone correct me if I am wrong.

You can reject after V1, you will run out of runway most likely, but if it's safer to punch through the end of the runway than to try and take-off, you should still reject! Control jams or dual engine problems are good reasons to reject after V1

@@the-minister31 if you reject after V1 you better do it quick and before V2 at V2 there is no way to reject anymore you’re getting at Rotate phase and its 300,000 lbs airplane moving at 210 mph..ask any pilot you want it’ll tell you

Good. Jet2 is, I think, the best-run British airline right now. Take a look at their Tripadvisor reviews.

I doubt this was right before V1. This looks like before 80 knots and hence why no reverse thrust and speed brakes. They just don't seem to be moving that fast to be close to V1 or VR.

so if you reject after 80kts you need to return to the gate?

depends on the problem @@thefuturefrontierpilot75

Back in 06 we were coming back to the u.s from Syria don’t remember the country we were at. It was delta airlines we were taking off as the nose pitched up the main gear was off the ground and all of a sudden the plane gets back to the ground, after getting off the runway the plane was surrounded by fire trucks and other emergency services. We started smelling which I can’t remember if it was oil or gas. I was 11 at the time don’t remember all the details but that rejected take off scared the hell out of me.

If this is the one that I saw previously or similar to it… It was either a sudden weather change/report a.k.a. risk of wind shear or microburst or it was a discrepancy/issue with one of the engines shown on their instruments. Always safer to abort if you are not yet at V1 ~120 kn because then you have to takeoff and it becomes an in-flight emergency

Possibly someone taxiing through the runway not noticing the plane taking off. Or the pilot was ignorant and didn’t get a take off clearance. Either one.

@@Toxicologyx wouldnt have been that. florida you get a fair amount of windshear alerts

@@flightsimdude9 we’ll never know

​​@@Toxicologyx Either one!? Lol, you know thoose two options are highly Unlikely? Any of those would be very very serious incidents.

That’s my hometown

Twin engine jets like the 800 are certified for single engine takeoff in case of failure.

Exaggeration.....stop alarming prospective flyers!!

Wouldve climbed just fine with a single engine

I don't know if you are referring to the actual wingflaps or the spoilers. The wingflaps aren't deployed because that would be too much workload for the pilots and they barely have an effect anyways. The spoilers only usually come out if its a highspeed reject (usually above 80 knots) which in this case it didn't seem to be the case.

no need, rto auto brakes, manual brakes and spoilers will do them just fine

@@snap5175Spoilers won’t extend without reverse. On every RTO, you must pull reverse thrust, no matter how slow in the 737.

​@@TerminalBAviationsome circumstances may require the pilots NOT to.

@@trin162 Explain. What I am saying is according to the FCOM. Now, if you are going like 2 kts then obviously the pilots probably wouldn’t pull REV.

Door open indication light went on during takeoff

He didn’t pull reverse thrust which is why they didn’t come out. He should have at least pulled idle reverse.

@@TerminalBAviation The procedure on the 737 is to extend the speedbrakes first, then select reverse. After that, maximum reverse should be selected. So in any case, they did several things wrong here.

@@charlesnicholson7539 Correct. Many things done incorrectly on this RTO.

​@charlesnicholson7539 incorrect. Not every circumstance calls for reversers or speedbrakes. Again, what you have said thus far is incorrect.

@@trin162 The airplane was going quite fast, above 80 knots. Speedbrakes are critical for proper braking action. So far, what you have said is incorrect.

if there’s no issues with the plane or aboard and it was a atc call for them to cancel their clearance then yeah it can try a second time

In this case the brakes are going to be red hot so they can´t retry inmediately, they will have to wait several minutes.

737-800*

I don't think you arm spoilers on takeoff in the 737

Not armed.

It is

It literally is

I don’t think they hit V1.. also what if they have plenty of runway left