Hacker15e
Who am I? Where are my pants?
The NTSB has indicated the Lear that crashed on takeoff last week in SC may have had a blown tire on takeoff. The crew may have decided to abort the takeoff as a result, leading to the aircraft running off the end of the runway.
My question for Lear drivers here is, what are the Lear procedures (or rules of thumb) regarding aborting with a blown tire?
In the F-15 and T-38 there is a much higher risk associated with a high speed abort with a blown tire than there is with a heavyweight takeoff with a blown tire. We use 100 knots as a decision point -- if it happens below 100 knots, we'll abort the takeoff and accept the risk of the abort with a blown tire. Above 100, we'll continue the takeoff (usually regardless of the damage done by the tire breakup, to include an engine fire or FODding out) and deal with a heavyweight landing instead.
Is there such a consideration with the Lear?
EDIT: For some additional discussion, the first piece of blown tire was apparently found 2,800 feet down the runway (source: http://abclocal.go.com/kabc/story?section=news/entertainment&id=6407552). I don't know what the typical Lear 60 takeoff performance is, but in the F-15 that's into the rotation phase and within a couple hundred feet of being airborne. In my jet, that would mean the blown tire happened well after the rule of thumb, and the decision would have been to continue the takeoff.
Can a Lear dude provide any additional insight as to this type of situation?
My question for Lear drivers here is, what are the Lear procedures (or rules of thumb) regarding aborting with a blown tire?
In the F-15 and T-38 there is a much higher risk associated with a high speed abort with a blown tire than there is with a heavyweight takeoff with a blown tire. We use 100 knots as a decision point -- if it happens below 100 knots, we'll abort the takeoff and accept the risk of the abort with a blown tire. Above 100, we'll continue the takeoff (usually regardless of the damage done by the tire breakup, to include an engine fire or FODding out) and deal with a heavyweight landing instead.
Is there such a consideration with the Lear?
EDIT: For some additional discussion, the first piece of blown tire was apparently found 2,800 feet down the runway (source: http://abclocal.go.com/kabc/story?section=news/entertainment&id=6407552). I don't know what the typical Lear 60 takeoff performance is, but in the F-15 that's into the rotation phase and within a couple hundred feet of being airborne. In my jet, that would mean the blown tire happened well after the rule of thumb, and the decision would have been to continue the takeoff.
Can a Lear dude provide any additional insight as to this type of situation?