That footage there you were watching that's Kilo Juliet November the Cirrus
SR22 that I've been flying a little bit if you've watched some of the previous
videos on this channel. This video today I'm gonna do something a little bit
different. This video I want to talk about the first and only time that I've
ever had to reject a take-off after I actually started my takeoff roll.
Sometimes called a rejected takeoff an aborted takeoff it all means the same
thing you're basically already rolling down the runway you haven't yet taken
off in the aircraft but due to some reason whatever it may be you need to
stop, abort that take off and bring the
aircraft to a stop. The reasons for rejecting or aborting your takeoff well
this there's many that you can think of you may notice debris on the runway
which you may have hit you could have had a bird strike on the takeoff roll
there could be obstacles on the runway. Whatever the reason is for deciding to
abort the takeoff the key thing as a pilot is that you do exactly that you've
decide to abort the takeoff you make that decision. Now there's obviously
quite a lot going on on the take-off roll so what I've been taught in the
past is just to make my life easy and I do three things every single time I'm
gonna take an aircraft from standstill to airborne. And they are well the moment
I put the power in and start rolling the first thing I do is I look down to my
airspeed indicator and I make sure to see that the airspeed is increasing. I'd
normally call out airspeed alive ... and that is just to make sure that
we've got an accurate a speed reading. The second thing I do and that's of
relevance to the issue that I had last week is I make a call-out and I say
temperatures and pressures are good ... and I'm looking at the oil
temperatures and pressures and I'm making sure that they're in the green
range or basically there's no alerts or warnings there for the oil temperature
and the oil pressure. And then the third and final call if the airspeed's fine
engines looking fine is I'm getting to 70 knots and that's my rotate speed so
I'm just calling out 70 knots rotate to make sure that I'm at the right airspeed.
But what that does is it means that every time I'm taking off I'm doing the
same three things. So last week on that flight to Tooradin
that exact thing happened to me. I had to have abort my take off like I
say first time I've ever done it. Now instead of sitting here and just talking
about it I thought the best thing it will let me show you. So what I'm gonna
do is I'm gonna play the footage from start to finish so you can see exactly
what happened from the moment I was doing my run ups in the run-up bay,
increasing the power rolling down the runway and just having a look at the
time it took me and what I was doing to actually notice that I had an issue
before I decided to abort the takeoff. So let's pick up the action here so I'm in
the run-up bay this is the northern run-up bay at Moorabbin Airport. I'm just
gonna go through some engine checks just basically making sure that everything's
okay with the engine and I actually increase the RPMs to 1700 in the Cirrus.
So that's me doing that call that's in the checklist and as I do
that take a look at the oil PSI gauge, that's basically the pounds per square
inch what's the oil pressure like for the Cirrus at the moment. If you notice
there went up to about 58 59.
Now I'm checking the magnetos as well let's take another look at the oil pressure at
this point you see it sitting at 60 and that's actually at the top of what's
called the green range. But in the Cirrus it means it just keeps the readout in white.
Trying to get my taxi clearance
but at this point I've no yellow lights, no warning lights.
Now as I'm taxiing just
keep a look on my eyes there. What I'm doing is i'm looking down looking across
at the MFD the multifunction display and basically i always keep that on my
engine screen as i'm taxiing so if any warning
lights are going to come up i'm gonna notice them at this point.
Just gonna get my takeoff clearance now.
And then we cleared into the runway so I'm
just obviously making a quick check on final again.
At this point we're lining up we've already got clearance to take off so I'm making
sure I'm nicely lined up on the centerline full power. All right full
power, keep it straight air speed is increasing
That's my air speed call out and now I'm looking at the engine temps
and there you hear the throttle. I've just closed the throttle at that point.
Now let's just go back let's go back and take a quick look at that because I want
to see if I can count the time it took from me it's starting to look concerned
about the oil pressure to actually reducing the throttle. So let's go back a
step here. So now looking across to the engine page and about there
so one two three four about four and a half five seconds between noticing
that the oil pressure gauge was had a warning light was displayed in yellow to
closing the throttle and stopping on the runway. Now Moorabbin's got a nice long
runway and I knew that at this point so there's no need for me to jump on the
brakes screech the thing to a halt on the runway. I can just let the airspeed
wash off get on the brakes slowly and bring it to a nice controlled halt which
is what I'm doing here using the whole length of the runway the displaced
threshold whatever's in front of me.
Gotta tell Tower what's happening there because they'll see me rollin they see
me not actually taking off. All right let's go to ground so I just radio them
let the know I'm aborting the takeoff and they told me which taxiway.
Then it's basically just like you've landed
and you've come off the runway again you've got to get in touch with Ground.
That was interesting I've not had that before I was looking at the temperatures oil
pressures here at my oil pressure went up into the yellow range,
got up to 62. And there's me just giving a quick summary pretty much to myself as
well a personal debrief there. So then I took the aircraft back
to the run-up bay thought I'm gonna put the engine through its full range
again just to see what happens.
Turned the park brake on as well because obviously when you're going up
to high rpms you don't want the thing to roll forward. Now watch the oil pressure again here.
About 57 and that was over 2000 rpms around 57 so not going over that 60
limit, no yellow warning lights. So at this point I'm thinking...
Kilo Juliet November in the Southern run-up bay I'd like to shut down here for about four minutes if possible.
At that point I'm thinking it didn't look good when I was on the take-off
roll it's looking fine in the run-up bay what should I do now? This is quite a new
aircraft for me as you guys know if you watch the channel so what I decided to
do we shut the aircraft down pick up my phone and give the guys in maintenance a
call and just tell them exactly what happened because I'm in no rush to get
out of there and the best thing I can do at this point if I have a concern is ask.
And so that's what I did there in the southern run-up bay. I decided because I
had a small bit of doubt in my head you know that phrase in aviation if you're
in doubt there's no doubt, I decided well instead of trying to guess it myself and
work it out or even worse just think well it's gonna be fine next time let's just
go ahead and take off I shut the aircraft down picked up the phone and
called the guys back at Blue Demon in maintenance. They reminded me something
which I've covered in this channel before and that is that Kilo Juliet
November has a bigger oil tank than a lot of other Cirrus aircraft. Now bigger
oil tank and more oil means that that oil is gonna take longer to warm up and
colder oil going through the oil lines in an engine is naturally gonna be going
through there at a higher pressure. So the oil pressure the warning that was
coming up was really just because I needed to get the engine a little bit
warmer so that oil pressure would naturally go down. My decision process
was this - I was in an aircraft that I've been trained in and I was comfortable
flying but I wasn't as familiar with as some of the other aircraft are flown in
the past. I've been taught that I need to make that temperatures and pressures in
the green range call-out on takeoff which I did but one of those items
wasn't in the green. So because of all that what I decided to do was to
abort the takeoff. Now I am sure I could have continued with that takeoff and
gone to Tooradin 20 minutes earlier than I actually ended up doing and
everything would have been fine. But the key message here is if you are unsure
about something and you have an option to take a safer option rather than just
plowing on straight ahead and continuing on to your destination - take the safe option!
And at the end of the day to be honest all it meant was I was 20 minutes
later to Tooradin anyway and as we remember from the last video the
bloody coffee shop wasn't open anyway! It wouldn't have made any difference to the
whole day whatsoever. Alright I hope you found that useful give us a like if you
did if you're enjoying this kind of content. To all the new subscribers
who've jumped on the channel recently from the videos I've been putting up a
big welcome to you thank you for your support. Otherwise let me leave you with
the follow-on take off which was actually very uneventful. No warning
lights just a really enjoyable flight to Tooradin.