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PSA CRJ 200 Skids off Runway at CRW

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PSA CRJ 200 Skids off Runway at CRW

Old 01-26-2010, 11:06 PM
  #111  
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Originally Posted by PW305 View Post
Holy cow, what was your V1? 78 Knots isn't exactly a high-speed abort, can't imagine that being so close unless your runway wasn't what you needed. Was there some sort of failure associated with this scenario?
Sorry I don't know how to put multiple quotes into a single post..

V1 is usually in the 100-125 kts range.

I was just getting ready to say "80 kts" when we got the yellow message. Capt was wishy washy about the abort for a split second. Not sure exactly what the speed was once they finally committed fully to the abort. The near over-run this time was mostly due to the capt's actions compared to the failure we aborted for. It really opened my eyes though. Aborting over 80 kts is not a fun thing to do.
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Old 01-26-2010, 11:21 PM
  #112  
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Originally Posted by KC10 FATboy View Post
Your aircraft has standby instrumentation. Who cares if the weather is bad? If you have two good motors, standby instruments, and fuel to fly to an airport with better weather, why would you ever risk aborting for an instrumentation failure? Historical data is definitely not on your side in this decision.
Of course now that I do my last one I see the little "multi quote" button...

We are talking only on 600 RVR T/O's here. It is something the training dept came up with. We do have standby instruments, but they are not too friendly and worse case scenario our t/o alt can be 1 hour away while the batts to run the standy instruments only lasts 40 mins normal, 45 if you can turn off pitot ice, or 49 if you have steam back ups, since you get 9 mins of "reliable indications during gyro spool down". Worst case that could leave you with up to 20 mins of no instrumentation at all. Now of course I understand that is about as likely as me having to "Sully it in" to a pond, but thats how my plane works.

I mainly was just showing pretty much the only "non-standard" (fire, red light, etc) thing that I will brief an abort on. Things I take into account when I decide to add this are runway length...hub airport I have pleanty of room to stop...outstation I'm gonna take it in the air. How wide spread is the low wx, if its localized then the abort may not be worth the risk, if its widespread and my T/O alt is 1 hr away then it might be worth the risk.
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Old 01-29-2010, 07:48 PM
  #113  
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It's been over a week, no NTSB prelim report yet?
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Old 02-15-2010, 11:06 AM
  #114  
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Rejected Takeoff Overrun Prompts Sterile Cockpit Concerns

the sterile cockpit is starting to become an issue. might be time to start taking this rule a little more seriously.
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Old 02-15-2010, 12:25 PM
  #115  
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A question about the 200's TO flap settings.....

The report said they had the wrong flap setting, what would be "normal" for that field?

Does too much or too little flap yield an early rotation?

If they had continued with the incorrect flap setting, what would have been the probable outcome?

(I am NOT trying to burn a couple of guys who made a mistake I also have made, just trying to learn something that might pull my butt out of the fire one day)
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Old 02-15-2010, 12:32 PM
  #116  
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Originally Posted by FlyJSH View Post
A question about the 200's TO flap settings.....

The report said they had the wrong flap setting, what would be "normal" for that field?
I'm gonna say flaps 20.

If they had continued the takeoff with Flaps 8 set but Flaps 20's lower v-speeds bugged, they would have likely experienced a sluggish rotation (due to it being a lower speed than Flaps 8 calls for) but the airplane would have flown just fine.
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Old 02-16-2010, 04:34 AM
  #117  
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Originally Posted by BoilerUP View Post
I'm gonna say flaps 20.

If they had continued the takeoff with Flaps 8 set but Flaps 20's lower v-speeds bugged, they would have likely experienced a sluggish rotation (due to it being a lower speed than Flaps 8 calls for) but the airplane would have flown just fine.

I can attest to that fact...TOGA thrust helps there, however
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