How common are aborted take-offs?

Discussion in 'Flight Following' started by Morne, Apr 22, 2012.

  1. Morne

    Morne Line Up and Wait

    Joined:
    Sep 18, 2011
    Messages:
    699
    Display Name:

    Display name:
    Morne
    A couple of recent threads have me wondering just how common it is to abort a take off. In the last year I have aborted three (3). One for the seat slide, one because the engine responded sluggishly on throttle up and I forget why on the third.

    How about everyone else? For purposes of discussion, let's consider "aborted take-off" to be on the runway after throttle up and prior to lift off.
     
  2. TMetzinger

    TMetzinger Final Approach

    Joined:
    Mar 6, 2006
    Messages:
    9,885
    Location:
    Northern Virginia
    Display Name:

    Display name:
    Tim
    I've had a few, all in singles. As others have hinted, in twins there's a lot more judgment and rules involved at whether you abort or take the problem into the air. Bad/late abort decisions have proven deadly.
     
  3. poadeleted20

    poadeleted20 Deleted

    Joined:
    Apr 8, 2005
    Messages:
    31,266
    Pretty rare outside of ME training. After nearly 10,000 hours, I probably haven't done more than 10 outside of training.
     
  4. Captain

    Captain Final Approach

    Joined:
    Mar 12, 2012
    Messages:
    7,980
    Location:
    NOYB
    Display Name:

    Display name:
    First Officer
    I'd say about 1 per 500 flights or so outside of training. It always been for some system indication for me. Never had an engine failure on takeoff in almost 2 decades of flying.
     
  5. JOhnH

    JOhnH Touchdown! Greaser! PoA Supporter

    Joined:
    May 20, 2009
    Messages:
    11,942
    Location:
    Florida
    Display Name:

    Display name:
    Spun Out
    None so far while actually on the runway. But about 3 at the hold short line during run-up.
     
  6. Mike I

    Mike I Line Up and Wait

    Joined:
    Oct 10, 2010
    Messages:
    611
    Location:
    NYC
    Display Name:

    Display name:
    Mike I
    Once when wind shifted from headwind to a strong tailwind as I began my roll, trying to beat a storm front coming through the area.
     
  7. Old Geek

    Old Geek Pattern Altitude

    Joined:
    Oct 30, 2011
    Messages:
    1,888
    Location:
    Northern California
    Display Name:

    Display name:
    Old Geek
    Once. Turkeys on the runway.
     
  8. Everskyward

    Everskyward Administrator Management Council Member

    Joined:
    Mar 19, 2005
    Messages:
    32,171
    Display Name:

    Display name:
    Everskyward
    I would guess the same balkpark as Ron, maybe between five and ten. I've never counted.
     
  9. N747JB

    N747JB Final Approach

    Joined:
    Jul 10, 2011
    Messages:
    6,034
    Location:
    Atlanta
    Display Name:

    Display name:
    John
    28 years and close to 3000 hours, I remember a couple, one nose baggage door popped open, my first trip in a 441 :mad2: second one was an electrical problem at about 80 knots in the Citation. :hairraise: might have had another, but these two come to mind.:D
     
  10. Skip Miller

    Skip Miller Final Approach

    Joined:
    Feb 22, 2005
    Messages:
    5,105
    Location:
    New York City
    Display Name:

    Display name:
    Skip Miller
    I've had two: One in an Arrow that wasn't developing full power. It suffered from the Lycoming bad cam problem. (engine past TBO, replaced)
    Two, I forgot the tennis ball on the pitot blade on an Archer. Airspeed not alive, on the brakes at about 50 kts.

    -Skip
     
  11. GCA319

    GCA319 Cleared for Takeoff

    Joined:
    Dec 15, 2010
    Messages:
    1,364
    Location:
    Albuquerque, NM
    Display Name:

    Display name:
    GCA319
    None Yet.
     
  12. Threefingeredjack

    Threefingeredjack En-Route

    Joined:
    Mar 18, 2012
    Messages:
    3,173
    Location:
    Central Oregon/Hawaii
    Display Name:

    Display name:
    Threefingeredjack
    One actual in my career. An unsecured tarp flew across the runway and hit #4 at St. Paul Is. Did a precautionary abort, checked for visible damage, ran up the engine to see if we had any vibration, then got out of there before anything else came blowing by.
     
  13. Inverted

    Inverted Cleared for Takeoff

    Joined:
    Oct 4, 2010
    Messages:
    1,339
    Location:
    Walnut Creek CA
    Display Name:

    Display name:
    Inverted
    I have had a few thats for sure. Most recently was mx installed the wrong brake caliper assembly on one side of the mains, went to take off and it was dragging so bad I couldn't maintain directional control.
     
  14. bgreenhaw

    bgreenhaw Filing Flight Plan

    Joined:
    Feb 13, 2012
    Messages:
    17
    Location:
    Hogtown
    Display Name:

    Display name:
    Brandon Greenhaw
    First take-off I ever attempted. My instructor's door popped open. None since.
     
  15. airguy

    airguy Cleared for Takeoff

    Joined:
    Sep 10, 2010
    Messages:
    1,230
    Location:
    west Texas
    Display Name:

    Display name:
    airguy
    Only twice in 15 years for legit non-practice reasons. Once for an engine that sagged badly as I pushed the power up, once at about 50 knots when the passenger door popped open.
     
  16. alaskaflyer

    alaskaflyer Final Approach

    Joined:
    Feb 18, 2006
    Messages:
    7,545
    Location:
    Bay Area, California
    Display Name:

    Display name:
    Alaskaflyer
    Two. One was on a short grass strip and wasn't aborted quite in time. Mr. NTSB man blamed me for DA issues. He was half right - I should have had my decision point earlier. As it turned out I had a bad cylinder with very low compression.
     
  17. Apache123

    Apache123 Line Up and Wait

    Joined:
    Aug 3, 2011
    Messages:
    546
    Location:
    Lake Forest, IL
    Display Name:

    Display name:
    Hey, Steve!
    Nav/Strobe light circuits blew at night on takeoff roll (ended up being an overcharging generator with a bad voltage regulator).
     
  18. bfergie10

    bfergie10 Pre-Flight

    Joined:
    Aug 29, 2010
    Messages:
    64
    Location:
    Salem, VA
    Display Name:

    Display name:
    B. Ferguson
    I had one a few weeks ago after a fuel stop on my return trip from Sun n Fun. Run up was fine, nothing abnormal. Upon going to full throttle for take-off, there was some hesitation and I aborted take off. The problem ended up being a partially clogged fuel filter. It could flow enough fuel for the run-up, but not enough for full power.
     
  19. jesse

    jesse Administrator Management Council Member

    Joined:
    Oct 2, 2005
    Messages:
    15,755
    Location:
    Lincoln, NE
    Display Name:

    Display name:
    Jesse
    Outside of training? Once, maybe twice.
     
  20. Jay Honeck

    Jay Honeck Touchdown! Greaser!

    Joined:
    Jun 6, 2008
    Messages:
    11,530
    Location:
    Port Aransas, TX
    Display Name:

    Display name:
    Jay Honeck
    In 1600+ hours, I've aborted just one take-off, when I could not gain flying speed in our old '48 Ercoupe because I kept hitting piles of loamy soil dug up by moles, and the 'Coupe had insufficient rudder authority to raise the nosewheel off the sod.

    The solution was to trundle back and forth enough times so that I had flattened all the mole piles. :lol:
     
  21. azure

    azure Final Approach

    Joined:
    Apr 2, 2005
    Messages:
    8,088
    Location:
    Varmint Country
    Display Name:

    Display name:
    azure
    In ~850 hours, I can remember two: once for a flock of birds that landed on the runway in front of me, and once when the passenger door popped open. There may have been one or two others though, that I can't recall at the moment.
     
  22. DaleB

    DaleB En-Route

    Joined:
    Aug 24, 2011
    Messages:
    4,232
    Location:
    Omaha, NE
    Display Name:

    Display name:
    DaleB
    Just one so far, the shimmy damper in a Cherokee gave up the fight. We pretty much knew it would happen, since it had done it for a second when I let my taxi speed creep up a bit on the loooooong taxi back to the end of the runway. That feeling is instantly recognizable.
     
  23. denverpilot

    denverpilot Tied Down

    Joined:
    Nov 8, 2009
    Messages:
    51,245
    Location:
    Denver, CO
    Display Name:

    Display name:
    DenverPilot
    Two since 1991.

    One for a door pop with tons of runway remaining.

    Second I don't know if you could classify as an on-runway abort, but should have been. Few years ago, I lifted off after a night T&G with flaps stuck at 40 with tons of runway remaining. Knew it had come off way too soon and knew why. Chopped power and flared. Better option than trying to milk it around the pattern.

    Don't do T&G at night anymore now unless the runway is reeeeealy long. Tend to do stop-and-go or full-stop/taxi-back nowadays. It also "re-ingrained" the training to always LOOK out the window at Cessna flaps to see they're in motion after the selector is moved.
     
  24. Geico266

    Geico266 Touchdown! Greaser!

    Joined:
    Jun 15, 2008
    Messages:
    19,144
    Location:
    Husker Nation, NE
    Display Name:

    Display name:
    Geico
    Back in my ultra light days I had to abort due to kids lying down in the tall grass on the runway. :eek:

    Recently, someone left the canopy open! :redface:
     
  25. timwinters

    timwinters Touchdown! Greaser! PoA Supporter

    Joined:
    Feb 23, 2008
    Messages:
    13,265
    Location:
    Conway, MO
    Display Name:

    Display name:
    LTD
    That's right on the money for me. 3 aborts (that I can recall anyway) in about 1500 hours. The most recent one was a few weeks ago when I had a wrench land on my lap when I got off the brakes and accelerated. I had just had IFR certification completed on the aircraft and they left a wrench on the glare shield.
     
  26. steingar

    steingar Taxi to Parking

    Joined:
    Feb 6, 2007
    Messages:
    26,471
    Location:
    Land of Savages
    Display Name:

    Display name:
    steingar
    Once in ten years, for some sort of multi-legged arthropod that had wedged itself and its offspring into my pilot/static system.
     
  27. Skylane81E

    Skylane81E Final Approach

    Joined:
    May 3, 2011
    Messages:
    8,060
    Location:
    Cincinnati
    Display Name:

    Display name:
    Duncan
    One in about 500hrs, stuck prop control only gave me 2000rpm.
     
  28. Skylane81E

    Skylane81E Final Approach

    Joined:
    May 3, 2011
    Messages:
    8,060
    Location:
    Cincinnati
    Display Name:

    Display name:
    Duncan

    Had this once, I elected to continue the take off and get home where I could conduct the proper repair.
     
  29. Fearless Tower

    Fearless Tower Touchdown! Greaser!

    Joined:
    Jan 1, 2010
    Messages:
    15,127
    Location:
    Norfolk, VA
    Display Name:

    Display name:
    Fearless Tower
    I've experienced two real world aborts - one in a SE (Cardinal RG) and one in a Twin (DC-3).

    Cardinal was a bit hairy as I was still pretty low time in the airplane and in complex planes in general. Clogged fuel injector resulted in less than full takeoff power, but the airplane had been perfectly fine on the runup. My low time/experience combined with a high DA and slight upslope on the runway masked the problem on the roll. I noticed that the plane seemed to be accelerating a little slower and takeoff roll was longer but was able to rotate and liftoff.....and then the plane felt like it just didn't want to fly, so at about 25' AGL I aborted and set it back down. If it had been a short runway, I would have been in trouble.

    Second was a power surge in the left engine on a DC-3 on the takeoff roll. Aborted early and pretty much a non-event.
     
  30. steingar

    steingar Taxi to Parking

    Joined:
    Feb 6, 2007
    Messages:
    26,471
    Location:
    Land of Savages
    Display Name:

    Display name:
    steingar
    Was at my home base, and didn't have that pressing a reason to get airborne sans airspeed readout.
     
  31. Ted DuPuis

    Ted DuPuis Administrator Management Council Member

    Joined:
    Oct 9, 2007
    Messages:
    25,726
    Location:
    Paola, KS
    Display Name:

    Display name:
    #bandozer
    Once. Door popped open on takeoff roll.

    1800 hours.
     
  32. Skylane81E

    Skylane81E Final Approach

    Joined:
    May 3, 2011
    Messages:
    8,060
    Location:
    Cincinnati
    Display Name:

    Display name:
    Duncan
    Exactly what I would have done.
     
  33. steingar

    steingar Taxi to Parking

    Joined:
    Feb 6, 2007
    Messages:
    26,471
    Location:
    Land of Savages
    Display Name:

    Display name:
    steingar
    Great minds think alike



    and fools seldom differ​
     
  34. CMTowner

    CMTowner Line Up and Wait

    Joined:
    Oct 20, 2011
    Messages:
    537
    Location:
    Dunnellon, FL
    Display Name:

    Display name:
    Chris - 80T
    I can only remember one that I have done. The engine hiccuped a time or two on takeoff roll. Aborted to investigate. Found a bees hive at the carb.
     
  35. kimberlyanne546

    kimberlyanne546 Final Approach

    Joined:
    Jun 9, 2011
    Messages:
    7,953
    Location:
    California
    Display Name:

    Display name:
    Kimberly
    I might be wrong but I don't remember doing one, even in training. We talked about it / briefed it but that was all.
     
  36. denverpilot

    denverpilot Tied Down

    Joined:
    Nov 8, 2009
    Messages:
    51,245
    Location:
    Denver, CO
    Display Name:

    Display name:
    DenverPilot
    Hmm. I missed one. I aborted a takeoff early when Jesse and I experienced the static system problem at night in Nebraska launching into a black hole.

    Again, plenty of runway but it probably wasn't the nicest thing my brake pads have ever had requested of them. It was very cold out that night, which helped.

    We did some troubleshooting, briefed that we'd monitor the problem, and if it did anything odd on alternate static, I'd fly known power and pitch and ignore the flaky instrument on the next attempt.

    It acted weird again so pitch + power and we were on our way back to KLNK VFR. Problem cleared and never re-occurred. Best estimate was ice in the static system.

    So I guess I've had three. Hrumph. I'm over my allotment. Y'all can have the rest. :)
     
  37. BrianR

    BrianR Pre-takeoff checklist

    Joined:
    Aug 31, 2011
    Messages:
    396
    Location:
    Upstate NY
    Display Name:

    Display name:
    BrianR
    Three in 160 hours. Two of them for a blocked pitot tube -- no airspeed indication as I began the takeoff roll. The third one was when the oil filler door on the 182 popped open as I accelerated.
     
  38. silver-eagle

    silver-eagle En-Route

    Joined:
    Mar 11, 2005
    Messages:
    4,649
    Location:
    Massachusetts
    Display Name:

    Display name:
    ~John
    Only one in 500+ hours. That was on my checkride. No airspeed. Pulled into parking, DPE deplaned, "FIXED the problem", and carried on with the flightcheck.
    I might have been suspicious but I was too wrapped up in the flightcheck itself.
     
  39. woodfire

    woodfire Pre-Flight

    Joined:
    Jul 25, 2011
    Messages:
    74
    Location:
    Woodstock Georgia
    Display Name:

    Display name:
    Ken
    300+ hours none yet
     
  40. DouglasBader

    DouglasBader Line Up and Wait

    Joined:
    Apr 11, 2012
    Messages:
    896
    Display Name:

    Display name:
    Doug
    A few; not very many. A few in different light airplanes and ag aircraft, a few in light twins, A couple of times in large radial airplanes (more continued takeoffs with engine failures though...rejecting the takeoff becomes a very dangerous affair in large aircraft), and a few in turboprop and turbojet equipment ranging from the King Air to the B747.

    We do a lot more of them in training than we're every likely to see on the line while flying, though we do brief every takeoff with a reject in mind. We're very careful to brief what we will and won't use for our reject criteria, and the speeds at which we'll consider the reject, and the speeds at which we're continuing the takeoff anyway. Important stuff.