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This is a static takeoff or rather, a combat-style takeoff, on a commercial flight which is something you need to get off your bucket list. Your takeoff will feel like a sports car launch! A static takeoff involves aligning the aircraft on the runway, holding the brakes, and increasing...

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Turbine Traveller

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282,269 görüntüleme • 11 gün önce •via X (Twitter)

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19 Yorum

Peter Van Drunkovich™ profil fotoğrafı
Peter Van Drunkovich™11 gün önce

Short field takeoff is the name. You a pilot?

Sean profil fotoğrafı
Sean11 gün önce

Ryanair wouldn't do that, would cost too much fuel 😂

Adam Clampitt profil fotoğrafı
Adam Clampitt11 gün önce

Static takeoffs: the closest economy class gets to launch control.

Chris profil fotoğrafı
Chris11 gün önce

Not rare, start in LCY against the city or in Innsbruck against the mountains. Impressive but not rare.

Boogerf16A320 profil fotoğrafı
Boogerf16A32011 gün önce

Try that in a viper at 0° F at full AB 700 foot roll

Duck Troller profil fotoğrafı
Duck Troller11 gün önce

Love these. "Danger Zone" starts playing in my head when they release the brakes.

Briantor profil fotoğrafı
Briantor11 gün önce

Isn’t this the standard takeoff at SNA?

Jake Bledsoe profil fotoğrafı
Jake Bledsoe11 gün önce

NO takeoff is static. You can’t have one with the other. It is a static power up before brake release.

Birds aren't real profil fotoğrafı
Birds aren't real11 gün önce

I've been on a couple flights that had to do this for runway length or something They are a lot of fun

huh? profil fotoğrafı
huh?11 gün önce

Experienced this in an A321 YQB-YYZ on a cold December morning. Pilot told us ahead of time what to expect and that it was due to icing conditions. It was a blast!

MathPolice profil fotoğrafı
MathPolice11 gün önce

Too bad the video is cut and spliced right when you'd expect the brakes being let off. (0:11) So any jerky start we see is just an artifact of the video editing. Notice how (1) the captions disappear and (2) the engines suddenly jump up in RPM, exactly at the same time.

NuffSaid profil fotoğrafı
NuffSaid11 gün önce

I think this happened to me in 1980 something on a 757

Southern Cross 🇺🇸✈️ profil fotoğrafı
Southern Cross 🇺🇸✈️11 gün önce

Not super rare. Did it 3 days ago

LondonLad66 profil fotoğrafı
LondonLad6611 gün önce

Aircraft taking off from London City Airport, do the same thing because of the short runway.

Jason Howell 郝杰生 🇺🇸🇹🇼 profil fotoğrafı
Jason Howell 郝杰生 🇺🇸🇹🇼11 gün önce

every takeoff of mine in flight sim is this

Avreel🧢🖌️🧷💋 profil fotoğrafı
Avreel🧢🖌️🧷💋11 gün önce

When the 747 Wardair flight went from Leeds it did something akin to this. The acceleration inside the plane could be felt by all. You were pinned into your seat! It was fabulous 😂

Leslie Donaldson profil fotoğrafı
Leslie Donaldson11 gün önce

Happened to me on a Monarch 737 out of Geneva amazing feeling

Shelton profil fotoğrafı
Shelton11 gün önce

Why'd I expect it to just start flying upwards like a flying saucer from destroy all humans

Daisy Dovey profil fotoğrafı
Daisy Dovey11 gün önce

Done loads of these at Bristol! I'm fact I've done more of these than conventional take-offs at Bristol! Bristol is a weird airport as well and apparently very challenging to fly into and out of for pilots especially when coming from Gloucester way the Gloucester area is a bugger

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A380 takeoff, engine view from a window seat. Four engines spooling up to full thrust. Depending on the engine variant, each A380 engine can produce roughly 75,500 lbf of takeoff thrust. Multiply that by four and you’re looking at an average of 302,000 lbf of combined thrust pushing this giant down the runway✈️
1:17

A380 takeoff, engine view from a window seat. Four engines spooling up to full thrust. Depending on the engine variant, each A380 engine can produce roughly 75,500 lbf of takeoff thrust. Multiply that by four and you’re looking at an average of 302,000 lbf of combined thrust pushing this giant down the runway✈️

Aviation Reporter

41,629 görüntüleme • 1 ay önce

This Thomas Cook A330 was accelerating for takeoff when flames suddenly erupted from one of its engines,forcing the crew to reject the takeoff. The key point is that once a serious engine problem is identified, the crew has to make a rapid decision based on speed, runway remaining and aircraft performance. Watching the video, the aircraft is already committed to the takeoff roll when the failure occurs. The rejected takeoff then becomes a carefully coordinated sequence - thrust reduced, braking applied and the aircraft kept under control while bringing it to a stop✈️
0:42

This Thomas Cook A330 was accelerating for takeoff when flames suddenly erupted from one of its engines,forcing the crew to reject the takeoff. The key point is that once a serious engine problem is identified, the crew has to make a rapid decision based on speed, runway remaining and aircraft performance. Watching the video, the aircraft is already committed to the takeoff roll when the failure occurs. The rejected takeoff then becomes a carefully coordinated sequence - thrust reduced, braking applied and the aircraft kept under control while bringing it to a stop✈️

Aviation Reporter

79,202 görüntüleme • 1 ay önce

Watch: This A320 Struggled to climb just after a bird strike ✈️If an aircraft suffers a bird strike during the takeoff roll after V1, the crew is committed to fly. At that speed, rejecting the takeoff can be more dangerous than continuing. If the strike causes an engine failure, the aircraft is designed and certified to safely continue the takeoff, climb away on the remaining engine, and return for landing using established one-engine-inoperative procedures.
0:32

Watch: This A320 Struggled to climb just after a bird strike ✈️If an aircraft suffers a bird strike during the takeoff roll after V1, the crew is committed to fly. At that speed, rejecting the takeoff can be more dangerous than continuing. If the strike causes an engine failure, the aircraft is designed and certified to safely continue the takeoff, climb away on the remaining engine, and return for landing using established one-engine-inoperative procedures.

Aviation Reporter

442,464 görüntüleme • 4 ay önce

Frontier hit a person walking on the runway on takeoff at Denver tonight. Frontier rejected the takeoff with and engine fire and evacuated everyone on the runway. Absolutely a nightmare scenario.
1:36

Frontier hit a person walking on the runway on takeoff at Denver tonight. Frontier rejected the takeoff with and engine fire and evacuated everyone on the runway. Absolutely a nightmare scenario.

Combat Learjet

98,475 görüntüleme • 6 ay önce

V1 is the decision speed—the last speed at which a rejected takeoff is guaranteed to stop within the available runway. Above V1, the takeoff must be continued unless the aircraft is clearly unable to fly. But I read somewhere that when calculating takeoff performance (for any eventuality on the takeoff roll, like engine failure), instead of continuing the takeoff, the pilot flying would wait 2 seconds after reaching V1, then decide to reject the takeoff and safely come to a stop on the available runway distance. Could the LATAM B777-300ER pilots have used this same principle at Guarulhos? 📹: Aviação Guarulhos JPD (YouTube)
1:03

V1 is the decision speed—the last speed at which a rejected takeoff is guaranteed to stop within the available runway. Above V1, the takeoff must be continued unless the aircraft is clearly unable to fly. But I read somewhere that when calculating takeoff performance (for any eventuality on the takeoff roll, like engine failure), instead of continuing the takeoff, the pilot flying would wait 2 seconds after reaching V1, then decide to reject the takeoff and safely come to a stop on the available runway distance. Could the LATAM B777-300ER pilots have used this same principle at Guarulhos? 📹: Aviação Guarulhos JPD (YouTube)

Turbine Traveller

50,622 görüntüleme • 8 ay önce

Boeing 777 rejected takeoff at London Heathrow. The GE90-115B engine produces about 110,000 lbf of takeoff thrust, and with two engines, that gives a total of about 220,000 lbf. 📹: Flightfocus365
0:35

Boeing 777 rejected takeoff at London Heathrow. The GE90-115B engine produces about 110,000 lbf of takeoff thrust, and with two engines, that gives a total of about 220,000 lbf. 📹: Flightfocus365

Turbine Traveller

432,222 görüntüleme • 5 ay önce

This is what a high-speed rejected takeoff after a tire burst looks like! During takeoff, V1 is the critical decision speed. Before reaching it, pilots can reject the takeoff for certain serious problems and stop within the available runway. Once V1 is reached, the general plan is to continue the takeoff because there may not be enough runway left to stop safely. Now imagine a tire bursting with this kind of speed. The crew had only seconds to assess the situation and respond according to the aircraft’s procedures. At that speed, stopping wasn't a simple task. This incident happened on July 10, 2024, at Tampa International Airport in Florida, involving an American Airlines Boeing 737-800.
0:48

This is what a high-speed rejected takeoff after a tire burst looks like! During takeoff, V1 is the critical decision speed. Before reaching it, pilots can reject the takeoff for certain serious problems and stop within the available runway. Once V1 is reached, the general plan is to continue the takeoff because there may not be enough runway left to stop safely. Now imagine a tire bursting with this kind of speed. The crew had only seconds to assess the situation and respond according to the aircraft’s procedures. At that speed, stopping wasn't a simple task. This incident happened on July 10, 2024, at Tampa International Airport in Florida, involving an American Airlines Boeing 737-800.

Aviation Reporter

116,139 görüntüleme • 10 gün önce

Holy crap 😳 A Frontier Airlines aircraft forced to declare an emergency and abandon the takeoff, i believe, after a pedestrian on the runway was struck and sucked into the engine jet.
0:35

Holy crap 😳 A Frontier Airlines aircraft forced to declare an emergency and abandon the takeoff, i believe, after a pedestrian on the runway was struck and sucked into the engine jet.

Mario

13,978 görüntüleme • 6 ay önce

Watch: The 737 lifts its nose, but fails to take off! This jet appears to attempt rotation twice during its takeoff roll, but fails to lift off, remaining on the runway before finally getting airborne on the third attempt. Every second counted during this takeoff and repeated rotation attempts consumed valuable runway distance, leaving less room to accelerate or safely reject the takeoff incase the pilot had to. Several factors could potentially explain what happened here, including insufficient airspeed at the initial rotation attempts, aircraft weight, changing wind conditions or wake turbulence. It's a concerning sequence because if the aircraft had continued using up runway without achieving a safe takeoff, the consequences could have been very different.
1:15

Watch: The 737 lifts its nose, but fails to take off! This jet appears to attempt rotation twice during its takeoff roll, but fails to lift off, remaining on the runway before finally getting airborne on the third attempt. Every second counted during this takeoff and repeated rotation attempts consumed valuable runway distance, leaving less room to accelerate or safely reject the takeoff incase the pilot had to. Several factors could potentially explain what happened here, including insufficient airspeed at the initial rotation attempts, aircraft weight, changing wind conditions or wake turbulence. It's a concerning sequence because if the aircraft had continued using up runway without achieving a safe takeoff, the consequences could have been very different.

Aviation Reporter

23,230 görüntüleme • 7 gün önce

Why is their two levels of sound I hear you ask? It’s called METOTS. Modified Engine TakeOff Thrust Setting. Prevents the engine from exceeding 78% N1 until IAS > 35 knots. Prevents flutter on fan blades and improves airflow into engine. Alex 🇭🇲
0:35

Why is their two levels of sound I hear you ask? It’s called METOTS. Modified Engine TakeOff Thrust Setting. Prevents the engine from exceeding 78% N1 until IAS > 35 knots. Prevents flutter on fan blades and improves airflow into engine. Alex 🇭🇲

Keg ✈️🇦🇺

83,219 görüntüleme • 6 ay önce

This is the most powerful commercial jet engine currently flying on an operational airliner. The GE90-115B was built by GE Aerospace specifically for the Boeing 777-300ER. It weighs around 8.3 tonnes, has a 3.25 metre wide fan and produces up to 512 kN (115,000 lbf) of thrust from a single engine. To understand the sheer scale of that output, it produces roughly 2.7 times the thrust of the F135 jet engine powering the F-35, the most powerful fighter engine currently in service. The enormous fan at the front uses just 22 carbon fibre composite blades with titanium leading edges. At maximum thrust, it pulls in roughly 1.4 tonnes of air every second, with nearly 90% bypassing the core rather than passing through the combustor. At around 150 knots during takeoff, its 512 kn of thrust corresponds to roughly 39.5 MW of propulsive power, or in automotive terms around 53,000 hp from one engine. And it burns roughly 4-5 kg of jet fuel every second at maximum power conditions. Two of these engines are enough to power a fully loaded 777-300ER weighing more than 350 tonnes. Even if one engine fails after the critical point during takeoff, the aircraft is certified to continue the takeoff and climb on the remaining one GE90 engine. Each engine costs around $35-40 million. More than 2,500, GE90s engines have been built, and the GE90 family has accumulated nearly 130 million flight hours. And this is precisely why companies like GE Aerospace remain so difficult to displace in jet engines. There is never one breakthrough. GE spent roughly $2+ billion developing the GE90, chasing small gains across hundreds of systems, efficiency, materials, reliability and component life.
0:22

This is the most powerful commercial jet engine currently flying on an operational airliner. The GE90-115B was built by GE Aerospace specifically for the Boeing 777-300ER. It weighs around 8.3 tonnes, has a 3.25 metre wide fan and produces up to 512 kN (115,000 lbf) of thrust from a single engine. To understand the sheer scale of that output, it produces roughly 2.7 times the thrust of the F135 jet engine powering the F-35, the most powerful fighter engine currently in service. The enormous fan at the front uses just 22 carbon fibre composite blades with titanium leading edges. At maximum thrust, it pulls in roughly 1.4 tonnes of air every second, with nearly 90% bypassing the core rather than passing through the combustor. At around 150 knots during takeoff, its 512 kn of thrust corresponds to roughly 39.5 MW of propulsive power, or in automotive terms around 53,000 hp from one engine. And it burns roughly 4-5 kg of jet fuel every second at maximum power conditions. Two of these engines are enough to power a fully loaded 777-300ER weighing more than 350 tonnes. Even if one engine fails after the critical point during takeoff, the aircraft is certified to continue the takeoff and climb on the remaining one GE90 engine. Each engine costs around $35-40 million. More than 2,500, GE90s engines have been built, and the GE90 family has accumulated nearly 130 million flight hours. And this is precisely why companies like GE Aerospace remain so difficult to displace in jet engines. There is never one breakthrough. GE spent roughly $2+ billion developing the GE90, chasing small gains across hundreds of systems, efficiency, materials, reliability and component life.

Ammanichanda

53,605 görüntüleme • 2 ay önce

February 11, 2026 — Serious runway incursion at San Francisco International Airport. An Aeroméxico Boeing 737 operating Flight AM623 to Guadalajara began its takeoff roll on Runway 10R after being told to “hold position” — but was never cleared for takeoff. At the same time, an American Airlines aircraft was on short final to Runway 19L. As the jet accelerated, ATC urgently transmitted: “You are not cleared for takeoff. Cancel takeoff clearance.” The crew rejected take-off at approximately 49 knots, exited the runway, and were later advised to copy a phone number for a possible pilot deviation. 📹: flight.simulator.fantasy(Tiktok)
1:02

February 11, 2026 — Serious runway incursion at San Francisco International Airport. An Aeroméxico Boeing 737 operating Flight AM623 to Guadalajara began its takeoff roll on Runway 10R after being told to “hold position” — but was never cleared for takeoff. At the same time, an American Airlines aircraft was on short final to Runway 19L. As the jet accelerated, ATC urgently transmitted: “You are not cleared for takeoff. Cancel takeoff clearance.” The crew rejected take-off at approximately 49 knots, exited the runway, and were later advised to copy a phone number for a possible pilot deviation. 📹: flight.simulator.fantasy(Tiktok)

Turbine Traveller

47,967 görüntüleme • 8 ay önce

A Frontier Airlines flight bound for LAX hit a person on the runway during takeoff from Denver International Airport on Friday. The Airbus A321 was taking off from runway 17L when it appeared to strike an individual walking on the runway. The pilot quickly aborted the takeoff. Passengers were evacuated on the runway and are being bused back to the terminal. Fire crews were dispatched to the aircraft to extinguish the engine fire. Authorities have not yet released additional information about the person on the runway or the circumstances that led to the incident.
1:23

A Frontier Airlines flight bound for LAX hit a person on the runway during takeoff from Denver International Airport on Friday. The Airbus A321 was taking off from runway 17L when it appeared to strike an individual walking on the runway. The pilot quickly aborted the takeoff. Passengers were evacuated on the runway and are being bused back to the terminal. Fire crews were dispatched to the aircraft to extinguish the engine fire. Authorities have not yet released additional information about the person on the runway or the circumstances that led to the incident.

Breaking Aviation News & Videos

1,135,149 görüntüleme • 6 ay önce

This is what flying an Airbus A350 looks like from the pilots’ POV. From the moment the thrust comes in and the aircraft accelerates down the runway, everything happens quickly. You’ll notice the pilot stops making thrust adjustments after V1 call-out, keeping the aircraft committed to the takeoff. Then, at “Rotate,” the pilot smoothly pulls back on the controls and lifts the A350’s nose off the runway✈️
0:58

This is what flying an Airbus A350 looks like from the pilots’ POV. From the moment the thrust comes in and the aircraft accelerates down the runway, everything happens quickly. You’ll notice the pilot stops making thrust adjustments after V1 call-out, keeping the aircraft committed to the takeoff. Then, at “Rotate,” the pilot smoothly pulls back on the controls and lifts the A350’s nose off the runway✈️

Aviation Reporter

205,593 görüntüleme • 1 ay önce

ENGINE FAILURE FORCES UNITED B777 BACK TO DULLES AFTER TAKEOFF United Airlines Flight 803, a Boeing 777-200(N78004) bound for Tokyo, safely returned to Washington Dulles International Airport (IAD) on Saturday after suffering a loss of power in one engine shortly after departure. The engine issue on takeoff reportedly sparked a small brush fire along the runway, with airport fire crews responding immediately and remaining on scene as a precaution. The aircraft was seen dumping fuel before making an emergency landing back at IAD. There were 275 passengers and 15 crew members on board. No injuries were reported. United confirmed the incident, stating the flight returned shortly after takeoff to address the engine power loss and landed safely. To assist affected passengers, United temporarily closed a United Club lounge at Dulles while working to rebook customers to their destinations. The FAA also confirmed the event, noting that Flight 803 returned to Dulles around 1:20 p.m. local time after experiencing an engine failure during departure. The FAA has opened an investigation.
0:30

ENGINE FAILURE FORCES UNITED B777 BACK TO DULLES AFTER TAKEOFF United Airlines Flight 803, a Boeing 777-200(N78004) bound for Tokyo, safely returned to Washington Dulles International Airport (IAD) on Saturday after suffering a loss of power in one engine shortly after departure. The engine issue on takeoff reportedly sparked a small brush fire along the runway, with airport fire crews responding immediately and remaining on scene as a precaution. The aircraft was seen dumping fuel before making an emergency landing back at IAD. There were 275 passengers and 15 crew members on board. No injuries were reported. United confirmed the incident, stating the flight returned shortly after takeoff to address the engine power loss and landed safely. To assist affected passengers, United temporarily closed a United Club lounge at Dulles while working to rebook customers to their destinations. The FAA also confirmed the event, noting that Flight 803 returned to Dulles around 1:20 p.m. local time after experiencing an engine failure during departure. The FAA has opened an investigation.

Turbine Traveller

98,059 görüntüleme • 10 ay önce

JUST IN: Audio released after Southwest Airlines Flight 3695 was forced to make an emergency landing after its engine cowling detached during takeoff. The pilot can be heard calling for an emergency landing. The Boeing 737-800s engine cowling detached and “struck the wing flap” during takeoff. The flight was able to turn around and land safely at Denver International Airport. “Southwest Airlines Flight 3695 returned safely to Denver International Airport around 8:15 a.m. local time on Sunday, April 7, after the pilot reported the engine cowling fell off during takeoff and struck the wing flap. The Boeing 737-800 was towed to the gate. The aircraft was headed to William P. Hobby Airport in Houston. The FAA will investigate,” the FAA said in a statement.
0:41

JUST IN: Audio released after Southwest Airlines Flight 3695 was forced to make an emergency landing after its engine cowling detached during takeoff. The pilot can be heard calling for an emergency landing. The Boeing 737-800s engine cowling detached and “struck the wing flap” during takeoff. The flight was able to turn around and land safely at Denver International Airport. “Southwest Airlines Flight 3695 returned safely to Denver International Airport around 8:15 a.m. local time on Sunday, April 7, after the pilot reported the engine cowling fell off during takeoff and struck the wing flap. The Boeing 737-800 was towed to the gate. The aircraft was headed to William P. Hobby Airport in Houston. The FAA will investigate,” the FAA said in a statement.

Collin Rugg

13,437,652 görüntüleme • 2 yıl önce

Another ill-fated take-off over V1 (in this case, V2!) June 13 1996: Garuda Indonesia Flight 865, a DC-10, crashes in Fukuoka (Japan) 3 of 275 aboard die. On take-off, the jet had just left the ground when one of the engines failed. Crew opted to reject the maneuver; the aircraft was unable to stop safely and left the runway: landing gear collapsed, and the airplane caught fire. Inquiry noted pilot actions by aborting takeoff above V1, where SOP dictated pilots should have continued takeoff and deal with the engine later. More info below from Aviation Safety Network – Aftermath video is from Aircrashdaily (go give them a follow on YouTube) “The DC-10 accelerated for takeoff. The nose was raised, and at a speed of 158 kts, the first officer called "Rotate". It was 12:07:40. Three seconds later, at a radio altitude of 9 feet, a fan blade of the 1st stage HP turbine from the no. 3 engine separated. The N1 dropped to 23,7% within a few seconds. At 12:07:45, the flight engineer called "Engine failure number one." Takeoff was aborted at about the V2 speed, and the airplane contacted the runway one second later at a vertical acceleration force of 2.1 Gs. The thrust reversers were deployed and ground spoilers were extended. The DC-10 skidded off the runway through a ditch, fence and a road, before coming to a halt 620 m past the runway threshold. Investigation revealed that the turbine blade that failed, had operated for 30913 hours and 6182 cycles. General Electric had advised customers to discard blades after about 6000 cycles. Accident cause Although the Aircraft was well in excess of V1 and the aircraft had already lifted off from the runway, the takeoff was aborted. Consequently, the aircraft departed the end of the runway, came to rest and caught fire. It is estimated that contributing to the rejection of the takeoff under this circumstance was the fact that the CAP's judgement in the event of the engine failure was inadequate."
1:37

Another ill-fated take-off over V1 (in this case, V2!) June 13 1996: Garuda Indonesia Flight 865, a DC-10, crashes in Fukuoka (Japan) 3 of 275 aboard die. On take-off, the jet had just left the ground when one of the engines failed. Crew opted to reject the maneuver; the aircraft was unable to stop safely and left the runway: landing gear collapsed, and the airplane caught fire. Inquiry noted pilot actions by aborting takeoff above V1, where SOP dictated pilots should have continued takeoff and deal with the engine later. More info below from Aviation Safety Network – Aftermath video is from Aircrashdaily (go give them a follow on YouTube) “The DC-10 accelerated for takeoff. The nose was raised, and at a speed of 158 kts, the first officer called "Rotate". It was 12:07:40. Three seconds later, at a radio altitude of 9 feet, a fan blade of the 1st stage HP turbine from the no. 3 engine separated. The N1 dropped to 23,7% within a few seconds. At 12:07:45, the flight engineer called "Engine failure number one." Takeoff was aborted at about the V2 speed, and the airplane contacted the runway one second later at a vertical acceleration force of 2.1 Gs. The thrust reversers were deployed and ground spoilers were extended. The DC-10 skidded off the runway through a ditch, fence and a road, before coming to a halt 620 m past the runway threshold. Investigation revealed that the turbine blade that failed, had operated for 30913 hours and 6182 cycles. General Electric had advised customers to discard blades after about 6000 cycles. Accident cause Although the Aircraft was well in excess of V1 and the aircraft had already lifted off from the runway, the takeoff was aborted. Consequently, the aircraft departed the end of the runway, came to rest and caught fire. It is estimated that contributing to the rejection of the takeoff under this circumstance was the fact that the CAP's judgement in the event of the engine failure was inadequate."

Francisco Cunha

157,331 görüntüleme • 4 ay önce

Ever wondered why pilots sometimes shut down one engine after landing? Once clear of the runway, a twin-engine aircraft may use single-engine taxi to the gate. The remaining engine provides enough thrust to move the aircraft while the other is shut down. The main reasons? Fuel savings, reduced engine wear, lower emissions and less noise. It’s not always used ; aircraft procedures, weather, ramp conditions and operational requirements determine whether it’s appropriate ✈️
0:22

Ever wondered why pilots sometimes shut down one engine after landing? Once clear of the runway, a twin-engine aircraft may use single-engine taxi to the gate. The remaining engine provides enough thrust to move the aircraft while the other is shut down. The main reasons? Fuel savings, reduced engine wear, lower emissions and less noise. It’s not always used ; aircraft procedures, weather, ramp conditions and operational requirements determine whether it’s appropriate ✈️

Aviation Reporter

65,366 görüntüleme • 1 ay önce

🚨 REJECTED TAKEOFF at LAX! Cathay Pacific flight 883 begins its takeoff roll on runway 25R when a door-open warning alerts the pilots, prompting them to reject the takeoff. The aircraft then returns to the gate for further inspection of the door. All captured LIVE on the 24/7 Airline Videos Live broadcast on October 18, 2026.
0:47

🚨 REJECTED TAKEOFF at LAX! Cathay Pacific flight 883 begins its takeoff roll on runway 25R when a door-open warning alerts the pilots, prompting them to reject the takeoff. The aircraft then returns to the gate for further inspection of the door. All captured LIVE on the 24/7 Airline Videos Live broadcast on October 18, 2026.

AIRLINE VIDEOS

74,789 görüntüleme • 19 gün önce

A Serve Air Cargo Boeing 737-36N (SF) overran the runway during takeoff from Kindu Airport in DRC on Thursday. The takeoff was aborted and the aircraft came to a stop past the runway with a collapsed right-hand main gear. The inner tire of the left-hand main gear was also shredded. DRC's Bureau for Aviation Accident and Incident Investigations says they will be investigating the incident.
0:56

A Serve Air Cargo Boeing 737-36N (SF) overran the runway during takeoff from Kindu Airport in DRC on Thursday. The takeoff was aborted and the aircraft came to a stop past the runway with a collapsed right-hand main gear. The inner tire of the left-hand main gear was also shredded. DRC's Bureau for Aviation Accident and Incident Investigations says they will be investigating the incident.

Breaking Aviation News & Videos

53,634 görüntüleme • 1 ay önce