PSA runs off runway during a aborted takeoff at CRW!

[SLUF4]

they would have gotten the warning as soon as the power came up if that was the case

 

[JumpersAway]

Could it have been a flap config warning? The flaps are up in both pictures.

They're probably up in order to make it easier for the recovery effort- less hanging in the way for airbags.......... Just a guess.

If they were up before the T/O Roll, they should have gotten a config warning well before V1. That would have been a 60/80 knot abort at most................

 

[Flyin2low]

Where can you listen to this at?

@ LiveATC.net 2010Z-2100Z feed

 

[Kaman]

EMAS cannot be considered when calculating balance field length....remember accelerate stop distance is not the same thing.

EMAS portion of the runway is a part of the balanced field length because it is considered to be a part of the stopway or so I had thought?

 

[N813CA]

If the takeoff config flaps warning worked. Things can fail. There is nothing in my QRH that tells me to put the flaps up after what they did. Good observation about the flaps.. Things that make you go hum...

 

[paulsalem]

EMAS portion of the runway is a part of the balanced field length because it is considered to be a part of the stopway or so I had thought?

Nope.

An EMAS is not intended to meet the definition of a stopway as provided in AC 150/5300-13

Source:
http://74.125.47.132/search?q=cache...om/downloads/documents/FAA_AC_150-5220-22.pdf bottom of page 2

 

[paddlehigh]

PSA calls v1-5kts.

 

[Northern Lights]

Perhaps the flaps were up because the crew did an after landing and or shutdown checklist after the abort.

 

[sniper]

I thought PSA had the best pilots money can buy,,,,,,,

Are they still pay for training

 

[nethan]

Are they still pay for training

They haven't been pay for training since 1992 I think.

 

[Flyin2low]

I thought PSA had the best pilots money can buy,,,,,,,

Are they still pay for training

That's pretty low, from an ex-Mesa, now a big guy Westie.

 

[buscap]

These pics were new to me:

http://forums.thecarlounge.com/zerothread?id=4731745

In the rear view picture, you can clearly see the Captain asking the FA if she got the liquor kit.

Hey man...don't laugh...it's in the QRH.

 

[Flyer1015]

A highspeed abort on a 6,200 ft runway? At the highspeed regime at CRW, unless a wing fell off, I'm going.........

 

[Flyer1015]

Not judging this crew, since I do not know the specifics of the situation.

Past history of rejected TOs has shown pilots carrying aborts for things that would still have made the aircraft flyable/controllable in the air, with worse results ending in the high speed abort.

During recurrent this past year, an instructor asked if you'd take a highspeed abort for a hydraulic system 3 caution. You'd be surprised how many people will say 'yes.' You'd be silly to. Assuming you have lost all hydraulic system 3, you just lost your inboard brakes on the CR2. Good luck stopping now. Much better to continue the TO, do a pattern/QRH, and come back for a landing.

Pinnacle's book used to be written to abort for a master warning or a perception that an aircraft is unable or unsafe to fly. Now they removed the master warning portion, and now it says below V1, a TO is aborted if there is any perception if the aircraft is unable or unsafe to fly.

Think of what this means. They do not want you @#%@# around in the highspeed regime of takeoff. Personally, I think we should call out V1 at V1-5 knots. Several CR2 operators already do this. If you callout V1 at V1, and a problem occurs a second before, by the time you abort, the aircraft will be above V1. All book calculations of stopping are now out the window.

 

[Metro752]

Thank you doctor.