This particular incident, the pilot rejected takeoff "due to a aft door indication".
My questions are:
- Is it a such serious situation so as to reject take-off?
- If the pilots had taken off, could the crew have secured the door on their ascent?
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Sign up to join this communityThis particular incident, the pilot rejected takeoff "due to a aft door indication".
My questions are:
The crew has already secured the door just before leaving the gate, cross-checked them and the pilots saw the sensors indicate closed. So if the warning goes off during take-off roll, it is not somebody's simple mistake, but something is broken. It might be the sensor, but it might be something on the door and that might be pretty bad. So as the old saying is “it's better to be on the ground wishing to be in the air than in the air wishing to be on the ground.”
Below about 80 knots the pilots will (should) reject the take-off for almost any warning or abnormal indication they get. If the problem can be fixed easily, they can just taxi around and take off a couple of minutes later. Above that speed the emergency braking is likely to overheat the brakes, so from about that up to V1 pilots will only reject for engine failures and other very serious warnings, while for other issues they'll make the circuit and return to land again.
Yes if prior to V1 (takeoff decision speed). On most modern airliners there are proximity sensors that monitor the latching system at various points, that will produce various warning or advisory messages (for example, a single sensor out of an array of several on a given door may provide only an advisory, whereas more than one sensor agreeing may produce a warning). The more minor indications are usually inhibited during takeoff.
If after V1, the pilot will continue the takeoff (although in extreme circumstances the PF might reject after V1 if he/she hasn't rotated yet; like say there is a huge bang, and the runway is really long; it's an instantaneous judgment call). If an advisory, during the climb-out the pilot may ask the FA to visually verify the mechanical latch indications and if ok he/she may carry on, or if a more serious warning he/she won't take any chances and will tell the FA to stay strapped in, depressurize the aircraft, and return.