svcta
"Kids these days"-AAflyer
- Joined
- Nov 14, 2004
- Posts
- 1,767
Nice condescending attitude in your post.
Where did I ever say our reject items are a moving target?
Our procedure is that anyone can call abort prior to V1 (this was relatively new). We are both typed and very experienced and always fly together.
However the point of the post was that runway available was more than 50% longer than the calculated BFL and the event happened well below V1.
Everything we do in aviation is conditional which is why we ALWAYS brief for the situation. What are you going to do when presented with a situation that is not covered by your "cold, hard rote memory" reject items?
Do you always brief for a runway incursion after 80kts? It's happened.
Is your night IFR contaminated runway brief the same as day VFR dry runway brief?
You might want to experience one of those unique and unusual events in the sim before you go passing judgement.
I knew I would get my comeuppance for that post. I was in a hurry, so please forgive the tone....if there can be such a thing in a typed sentence. I wasn't trying to be snotty.
A runway incursion? Really? Do you brief for that? To use that as an example is just being silly, who in their right mind would elect to continue in that case, unless the only hope was to nurse the airplane in to the air to avoid the incurrrrrerrerr? Again, off we go in to the wild hypothetical yonder. Yes, if all of a sudden there were a fire truck in front of us, I'm sure our collective instantaneous decision would be to abort.
Why is your night IFR contaminated runway brief fundamentally different from any other? The only things I can think of off the top of my head that change may be how we actually perform the reject maneuver. What do we do with the TRs, what kind of braking to expect? Or maybe what to do with the landing gear after we're in the air. Other than that the only real difference in that situation is mainly a taxi brief. Do we leave the flaps up? When do we turn the anti-ice on, etc. I mean, we already have a our takeoff data calculated and it looks identical to a regular takeoff when you look at everything except the numbers may physically shift a bit. Our manufacturers don't give us shiftable data to use depending on how we think things are going. "Adjust distance reuired by -100 feet for every bit you are less concerned about braking action" is not a line we're likely to ever see in an AFM. The fact is that they present these numbers to us in a standard way, reflecting the worst-case contamination data from testing. It eliminates us having to interpret things on the fly.
But the lousier the weather, the worse the runway conditions, the more important it is to have a standard set of operating rules to revert to when things start to go wrong, in my opinion. It allows us to have a place to go when we're thinking too hard and things are going wrong. Thinking on the fly and making snap decisions about things may sound exciting, but this stuff should not be exciting. None of us will win any awards for being the fastest thinker at the airport when you reject a takeoff for a popped CRT at night on a contaminated runway that you (not you, Rice, the royal you...all of us) thought was long enough to get stopped on. This is the point. Its not just my point, though.
Read the advisory circular from the FAA, I'm not just making this stuff up.
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