LATAM A320neo Has Takeoff Accident In Lima, Collides With Vehicle

[Gold Member]

LATAM A320neo Has Takeoff Accident In Lima, Collides With Vehicle

A LATAM Airbus A320neo collided with a vehicle at Lima Airport, leading to a major accident. Here's what we know so far.

onemileatatime.com

It’s a miracle everyone survived. What on earth was the truck doing?

 

[CaptainCurtis]

Not quite everyone - two of the occupants in the truck died.

 

[Gold Member]

Not quite everyone - two of the occupants in the truck died.

Oh, didn’t see that news when I first read the article. Very sad indeed.

 

[The man with no name]

During the pandemic LATAM almost went belly up. There luck doesn't seem to be improving.

LATAM Airlines plane crashes on Peruvian runway, killing firefighters

Peru’s health ministry said 61 people had been moved to nearby clinics and hospitals from Jorge Chavez International Airport.

www.theage.com.au

 

[moa999]

It’s a miracle everyone survived. What on earth was the truck doing?

Reportedly heading to an incident on the other side.. without getting clearance

 

[Mwenenzi]

Avherald-->The Aviation Herald

 

[Scarlett]

.
Driver of the fire truck saw the plane alright; just too late to make the avoiding turn effective.

That could have been much, much worse.

 

[jb747]

AvHerald says that they initiated an abort at about 125 knots. That’s possibly above V1, and certainly indicates that the AB crew recognised what was happening.

 

[Quickstatus]

That’s possibly above V1

Just trying to understand the general situation re V1…

At V1, can reject but can also mean not reject?
How far above V1 is the decision never going to be reject takeoff

 

[oz_mark]

Just trying to understand the general situation re V1…

At V1, can reject but can also mean not reject?
How far above V1 is the decision never going to be reject takeoff

I wonder how one decides that taking off is the worst option

 

[muppet]

Just trying to understand the general situation re V1…

At V1, can reject but can also mean not reject?
How far above V1 is the decision never going to be reject takeoff

I thought V1 was the maximum speed at which to initiate a rejected take off.

I.e. any speed above V1 should be continue take off?

 

[oz_mark]

I thought V1 was the maximum speed at which to initiate a rejected take off.

I.e. any speed above V1 should be continue take off?

The question might be - 'Was the plane capable of flight?'

 

[Quickstatus]

The question might be - 'Was the plane capable of flight?'

Even at the gate the aircraft is capable of flight.

 

[Gold Member]

Pilots of LATAM Plane That Collided With Fire Truck Killing Two Firefighters Were Arrested And Held in Jail For More Than 24 Hours

The two pilots of a South American plane that collided with a firetruck killing two firefighters as it was speeding along the runway for takeoff on Friday, were arrested and held in a custody for more than 24 hours following the accident in a highly unusual move that a leading pilots union has...

www.paddleyourownkanoo.com

I know this incident is under investigation, but arresting the pilots?? Geez.

 

[jb747]

I know this incident is under investigation, but arresting the pilots?? Geez.

There are many places where this would be a likely outcome.

 

[jb747]

Just trying to understand the general situation re V1…

At V1, can reject but can also mean not reject?
How far above V1 is the decision never going to be reject takeoff

I wonder how one decides that taking off is the worst option

I thought V1 was the maximum speed at which to initiate a rejected take off.

I.e. any speed above V1 should be continue take off?

Whilst V1 is considered to be the last speed at which to abort, it is really the first speed from which a continued takeoff with the loss of an engine becomes possible. So, below V1, you must abort, whilst above it you will be able to fly away with one engine out. But then it gets messy. At heavier weights (shorter runways, or both), there is a point at which the distance taken to stop, and the distance required to get airborne and achieve 15’ (with an engine out) are the same. If that then coincides with your actual runway available, you’ll have hit a performance limit (your max weight, or min wind, or limiting derate, or a mix). Software derating calculations, work to find that point and use an amount of power just sufficient to place the point at which you hit V1 at that spot on the runway.

There is a lower limit to V1, as there will be insufficient rudder authority to keep the aircraft straight after an engine loss. That figure is around 120-130 knots. For dual engine loss it is much faster.

At light weights, even at maximum derate, you may achieve V1 so early in the roll that there remains a lot of runway remaining. In theory, that means that there would be a gap between the first point that we could go, and the last point from which we could stop. As mentioned above, the software juggles the derate to get rid of this, as much as possible. Nevertheless, it is not calculated by the pilots, and it is not something we consider. Historically, it has proven much safer to fly than to carry out a high speed abort, so that’s why it’s the base solution to most issues. But, we are aware that there are situations in which the option to go is either unsafe, or no longer available. That is not specifically trained for in sims, but it is a major discussion item. For example, the loss of two engines on a quad during takeoff will lead to a abort at any speed, simply because it isn’t going to fly, and you won’t have enough rudder to remain straight anyway. At that point when you decide to abort you are accepting that it will turn into a crash, and you’re just hoping for the best.

Mods: Move this to the other thread if you think it’s more appropriate.