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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... show more

Aviation Reporter

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79,202 views • 1 month ago •via X (Twitter)

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Peter Smith1 month ago

You are never committed to the takeoff until you are beyond V1. And the decision making process revolves around correctly identifying the failure and making your go/ reject decision by V1.🤷‍♂️

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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.

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 views • 4 months ago

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)

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 views • 8 months ago

🚨 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.

🚨 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 views • 19 days ago

Someone just received an invitation to see the Chief Pilot, and it's definitely not for tea and biscuits. Malaysia Airlines A330 (9M-MTI) narrowly avoided serious nose gear damage before takeoff. On December 18, Malaysia Airlines Airbus A330-300 9M-MTI, operating flight MH71 from Tokyo Narita to Kuala Lumpur, was cleared for immediate takeoff from Runway 34L in heavy rain. During the initial takeoff roll, the aircraft drifted left, and the crew rejected the takeoff at around 30 kt ground speed. After slowing to about 8 kt, directional control was regained—but instead of vacating the runway, the crew continued the takeoff roll and departed safely. ATC even queried whether the aircraft was actually taking off. The A330 landed safely in Kuala Lumpur 7.5 hours later. 📹: AVIATION TELEVISION (YouTube)

Someone just received an invitation to see the Chief Pilot, and it's definitely not for tea and biscuits. Malaysia Airlines A330 (9M-MTI) narrowly avoided serious nose gear damage before takeoff. On December 18, Malaysia Airlines Airbus A330-300 9M-MTI, operating flight MH71 from Tokyo Narita to Kuala Lumpur, was cleared for immediate takeoff from Runway 34L in heavy rain. During the initial takeoff roll, the aircraft drifted left, and the crew rejected the takeoff at around 30 kt ground speed. After slowing to about 8 kt, directional control was regained—but instead of vacating the runway, the crew continued the takeoff roll and departed safely. ATC even queried whether the aircraft was actually taking off. The A330 landed safely in Kuala Lumpur 7.5 hours later. 📹: AVIATION TELEVISION (YouTube)

Turbine Traveller

531,678 views • 10 months ago

Have you ever seen a turboprop Reject Takeoff at a high speed? This Dash 8 Q400 lines up, spools up and accelerates down the runway. Then the crew makes the call to abort, brings the speed down and keeps the aircraft under control all the way to a stop. Calm and trained pilots 🔥✈️

Have you ever seen a turboprop Reject Takeoff at a high speed? This Dash 8 Q400 lines up, spools up and accelerates down the runway. Then the crew makes the call to abort, brings the speed down and keeps the aircraft under control all the way to a stop. Calm and trained pilots 🔥✈️

Aviation Reporter

29,316 views • 25 days ago

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.

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 views • 10 days ago

WATCH: Turkish Airlines performing a Rejected Takeoff at a very high speed Imagine the engines are at full thrust, the aircraft is already accelerating at a very high speed, then something Goes wrong. A warning, a vibration, a sudden sound. The crew has seconds to decide: fly or stop. At high speed, that’s one of the toughest calls in aviation. If you decide to stop, Brakes go to maximum, spoilers deploy, reversers kick in, and tons of metal and passengers decelerate with every foot of runway left. That is how critical a RTO is. This footage was a controlled test to verify that the aircraft meets the required safety standards.

WATCH: Turkish Airlines performing a Rejected Takeoff at a very high speed Imagine the engines are at full thrust, the aircraft is already accelerating at a very high speed, then something Goes wrong. A warning, a vibration, a sudden sound. The crew has seconds to decide: fly or stop. At high speed, that’s one of the toughest calls in aviation. If you decide to stop, Brakes go to maximum, spoilers deploy, reversers kick in, and tons of metal and passengers decelerate with every foot of runway left. That is how critical a RTO is. This footage was a controlled test to verify that the aircraft meets the required safety standards.

Aviation Reporter

238,104 views • 14 days ago

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 engine thrust before releasing the brakes and beginning the takeoff roll. On the Boeing 737NG, there are specific procedures for operating in icing conditions. A static engine run-up may be required to shed ice from the engine fan blades and spinners before takeoff. A normal static takeoff isn't necessarily a full-power launch. On many jets, pilots stabilise engine thrust at an intermediate setting, often around 40% N1, before releasing the brakes and advancing to takeoff thrust. This helps ensure the engines accelerate smoothly and symmetrically, and can reduce the runway distance used during the thrust-setting phase. The exact procedure varies by aircraft type, engine and operating conditions. In icing conditions, specific procedures may also require a timed run-up at higher thrust settings to shed accumulated ice. Video clip via Ollies aviation based at Bristol Airport.

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 engine thrust before releasing the brakes and beginning the takeoff roll. On the Boeing 737NG, there are specific procedures for operating in icing conditions. A static engine run-up may be required to shed ice from the engine fan blades and spinners before takeoff. A normal static takeoff isn't necessarily a full-power launch. On many jets, pilots stabilise engine thrust at an intermediate setting, often around 40% N1, before releasing the brakes and advancing to takeoff thrust. This helps ensure the engines accelerate smoothly and symmetrically, and can reduce the runway distance used during the thrust-setting phase. The exact procedure varies by aircraft type, engine and operating conditions. In icing conditions, specific procedures may also require a timed run-up at higher thrust settings to shed accumulated ice. Video clip via Ollies aviation based at Bristol Airport.

Turbine Traveller

282,269 views • 11 days ago

HIGH-SPEED RTO: LATAM B777-300ER ABORTS AFTER ROTATION AT GUARULHOS A Boeing 777-300ER (reg. PT-MUH) operating for LATAM Airlines rejected takeoff on runway 10L at São Paulo–Guarulhos International Airport after accelerating to approximately 178 knots (330 km/h). Preliminary data indicates the aircraft had already passed V1 and reached VR, with the nose gear lifted, when the crew initiated the rejected takeoff. The jet decelerated aggressively and stopped on the runway. The aircraft remained immobilized for about 15 hours after multiple main landing gear tires deflated. The reason for the rejected takeoff has not yet been disclosed. 1st video: Aviação Guarulhos JPD (YouTube)

HIGH-SPEED RTO: LATAM B777-300ER ABORTS AFTER ROTATION AT GUARULHOS A Boeing 777-300ER (reg. PT-MUH) operating for LATAM Airlines rejected takeoff on runway 10L at São Paulo–Guarulhos International Airport after accelerating to approximately 178 knots (330 km/h). Preliminary data indicates the aircraft had already passed V1 and reached VR, with the nose gear lifted, when the crew initiated the rejected takeoff. The jet decelerated aggressively and stopped on the runway. The aircraft remained immobilized for about 15 hours after multiple main landing gear tires deflated. The reason for the rejected takeoff has not yet been disclosed. 1st video: Aviação Guarulhos JPD (YouTube)

Turbine Traveller

91,030 views • 8 months ago

A terrifying moment unfolded aboard a Qantas flight from Queenstown to Sydney when flames erupted from its left engine shortly after takeoff. The aircraft was diverted to Christchurch, where it landed safely. Videos capturing the flames were shared on social media.

A terrifying moment unfolded aboard a Qantas flight from Queenstown to Sydney when flames erupted from its left engine shortly after takeoff. The aircraft was diverted to Christchurch, where it landed safely. Videos capturing the flames were shared on social media.

Al Jazeera English

238,957 views • 2 months ago

A United Airlines flight bound for Australia was forced to stop its takeoff roll in San Francisco after the pilots received a warning indicating a possible open cargo door. The Boeing 777, preparing to depart on the long flight to Sydney, was accelerating down the runway when the crew declared a MAYDAY and rejected the takeoff at about 41 knots rather than risk continuing with a potential safety issue. The aircraft safely exited the runway and returned to the gate so maintenance crews could inspect the warning. While the alert later turned out to be precautionary, the decision highlights how seriously flight crews treat even the smallest indication of a problem, especially before a transpacific flight lasting more than 14 hours. After technicians checked the aircraft, the flight departed roughly two hours later and continued on to Sydney without further issues. The pilots are being praised for their quick judgment and willingness to stop the takeoff immediately, showing how experience and caution play a critical role in keeping passengers safe long before an aircraft ever leaves the ground. 📸 flightsimulatorfantasy

A United Airlines flight bound for Australia was forced to stop its takeoff roll in San Francisco after the pilots received a warning indicating a possible open cargo door. The Boeing 777, preparing to depart on the long flight to Sydney, was accelerating down the runway when the crew declared a MAYDAY and rejected the takeoff at about 41 knots rather than risk continuing with a potential safety issue. The aircraft safely exited the runway and returned to the gate so maintenance crews could inspect the warning. While the alert later turned out to be precautionary, the decision highlights how seriously flight crews treat even the smallest indication of a problem, especially before a transpacific flight lasting more than 14 hours. After technicians checked the aircraft, the flight departed roughly two hours later and continued on to Sydney without further issues. The pilots are being praised for their quick judgment and willingness to stop the takeoff immediately, showing how experience and caution play a critical role in keeping passengers safe long before an aircraft ever leaves the ground. 📸 flightsimulatorfantasy

aircraftmaintenancengineer

182,837 views • 8 months ago

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."

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 views • 4 months ago

Swiss International Air Lines flight LX147 evacuated at Delhi airport after an engine-related issue during takeoff. The airline in a statement said the incident involved flight LX147 operated by an Airbus A330-343, registered as HB-JHK. According to Swiss, the aircraft was carrying 228 passengers and four infants. The airline said the issue occurred shortly after 1:00 a.m. local time on Sunday, when one of the aircraft’s engines experienced a problem during takeoff. All passengers and crew exited the aircraft using emergency slides. The airline said that six passengers are currently undergoing medical evaluation, while the crew remained unharmed.

Swiss International Air Lines flight LX147 evacuated at Delhi airport after an engine-related issue during takeoff. The airline in a statement said the incident involved flight LX147 operated by an Airbus A330-343, registered as HB-JHK. According to Swiss, the aircraft was carrying 228 passengers and four infants. The airline said the issue occurred shortly after 1:00 a.m. local time on Sunday, when one of the aircraft’s engines experienced a problem during takeoff. All passengers and crew exited the aircraft using emergency slides. The airline said that six passengers are currently undergoing medical evaluation, while the crew remained unharmed.

Breaking Aviation News & Videos

30,745 views • 6 months ago

Runway Drama at Berlin- BER (EDDB) Finnair aircraft aborted takeoff after clearance—couldn’t accelerate fast enough. The crew brought it to a stop on the runway. Meanwhile, a Turkish Airlines A330 on final approach spotted the situation & executed a go-around.

Runway Drama at Berlin- BER (EDDB) Finnair aircraft aborted takeoff after clearance—couldn’t accelerate fast enough. The crew brought it to a stop on the runway. Meanwhile, a Turkish Airlines A330 on final approach spotted the situation & executed a go-around.

Chauhan

602,349 views • 6 months ago

The sequence of events in this flight simulator clip is incredibly satisfying to watch. It starts with a tight, precise turn, followed by reverse thrust to reposition the aircraft for departure. The oleos compress and rebound beautifully over the deck before the aircraft powers into a full-throttle takeoff from one of the shortest "runways" imaginable. ✈️⚓

The sequence of events in this flight simulator clip is incredibly satisfying to watch. It starts with a tight, precise turn, followed by reverse thrust to reposition the aircraft for departure. The oleos compress and rebound beautifully over the deck before the aircraft powers into a full-throttle takeoff from one of the shortest "runways" imaginable. ✈️⚓

Aviation Reporter

28,659 views • 3 months ago

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)

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 views • 8 months ago

Seconds from catastrophe. This arriving aircraft touched down while the departing aircraft was still on the runway finishing its takeoff roll. A few seconds either way, and this could have become one of aviation’s darkest accidents. ✈️ Put yourself in the cockpit: If you’re the arriving pilot and you suddenly spot another aircraft still on the runway… 🛫 Do you immediately go around, or do you commit to the landing?

Seconds from catastrophe. This arriving aircraft touched down while the departing aircraft was still on the runway finishing its takeoff roll. A few seconds either way, and this could have become one of aviation’s darkest accidents. ✈️ Put yourself in the cockpit: If you’re the arriving pilot and you suddenly spot another aircraft still on the runway… 🛫 Do you immediately go around, or do you commit to the landing?

aircraftmaintenancengineer

104,368 views • 3 months ago

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.

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 views • 7 days ago

That Was WAY Too Close!The Runway Is Almost Gone for this A340✈️ Watch closely as the massive four-engine aircraft accelerates towards the end of the runway. For a moment, it looks like the runway is simply running out and then the aircraft finally lifts off. What could have been the reason for the risky late takeoff?

That Was WAY Too Close!The Runway Is Almost Gone for this A340✈️ Watch closely as the massive four-engine aircraft accelerates towards the end of the runway. For a moment, it looks like the runway is simply running out and then the aircraft finally lifts off. What could have been the reason for the risky late takeoff?

Aviation Reporter

835,574 views • 3 months ago

Cathay Pacific A330 aborts its takeoff in Kaohsiung after a loud bang and what appeared to be flames from one of the aircraft’s engines. A video posted on Facebook of the incident shows the airplane suddenly decelerate after a bang is heard and a flash of flame is seen coming out of one of its engines. The aircraft veers off course slightly before correcting and safely taxiing back to the terminal. A Cathay Pacific spokesperson said CX431 was aborted “due to an engine technical problem”. The spokesperson apologized for the inconvenience that may have been caused by the incident, and said safety is a priority for the airline.

Cathay Pacific A330 aborts its takeoff in Kaohsiung after a loud bang and what appeared to be flames from one of the aircraft’s engines. A video posted on Facebook of the incident shows the airplane suddenly decelerate after a bang is heard and a flash of flame is seen coming out of one of its engines. The aircraft veers off course slightly before correcting and safely taxiing back to the terminal. A Cathay Pacific spokesperson said CX431 was aborted “due to an engine technical problem”. The spokesperson apologized for the inconvenience that may have been caused by the incident, and said safety is a priority for the airline.

Breaking Aviation News & Videos

286,879 views • 2 years ago