Pilot Error to Blame in PHL Aborted T/O

falconvalley said:
I was referring to the speed itself and what it means, but that is a GREAT topic, of which humbled me very much on my ATP ride. One of those "short icy runways (1900 Triple Bus Failure) you really gonna abort?!? You really wanna take THAT in the air?!?" Well, I, uh...
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In so many words, "no sir."
 
Autothrust Blue said:
I can think of at least one reason to stop beyond V1, on the theory that it would be better to go off the end and into the clearway at 30 knots with your brakes white hot, vs. smacking into the fence at 180+ knots, and it's a flight control malfunction. It's sort of hard to fly without elevator control, and if you pull and get nothing, and pull some more and STILL get nothing, it might be time to consider stopping. (For instance.)
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And unfortunately, that's exactly what happened here (with less than positive outcome): http://forums.jetcareers.com/threads/g-iv-down-in-ma.200819/

A flight control problem is still incredibly rare, too rare to really consider in your takeoff briefing. Cabin fires scare me a lot more!

Back to the topic- why on earth do you land after rotation?
 
"...Airbus A320 plane was 70 feet off the ground, the captain declared it unsafe to fly and throttled down..."

Any idea why the pilot felt the aircraft was unsafe to fly? Is it possible that the outcome could have been worse if they had continued the flight? As it is now, they have a broken aircraft and two minor injuries out of 154 souls on board.
 
Sapper said:
"...Airbus A320 plane was 70 feet off the ground, the captain declared it unsafe to fly and throttled down..."

Any idea why the pilot felt the aircraft was unsafe to fly? Is it possible that the outcome could have been worse if they had continued the flight? As it is now, they have a broken aircraft and two minor injuries out of 154 souls on board.
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Flap/slat problem? That's the only thing I could conjure up in my extremely limited experience. Maybe bending the metal and depriving themselves of gainful employment prevented another NWA 255 type situation?
 
I want to know what situation caused a captain to abort a take off at 70 ft. Until I hear that side of the story I'll withhold judgement.
 
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