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PSA is like most airlines in the verbage of the rejected t/o. This is taken from the POH which im sure was copied from Mainline
PSA Airlines recommends an RTO for any malfunction below 80 knots. Above 80 knots, an RTO is recommended for items such as: • Engine failure • Fire warning • Aircraft is considered unsafe or unable to fly • Loss of directional control |
Originally Posted by Riddler
(Post 747974)
I'm glad things turned out OK - the bottom line is that no one was hurt and EMAS appears to have saved the day. BUT - those guys aren't getting paid "big bucks." They're grossly underpaid.
Another issue: the EMAS is only in the overruns... so it begs the question: why did they reject a takeoff and end up in the overrun? I know nothing about CRJ TOLD and I'm not throwing spears. I'm just curious how this will turn out. |
Originally Posted by UNDPilot
(Post 747726)
I don't know about you guys, but I will abort for an EFIS COMP MON at any speed.
You'd execute a high speed abort for a HDG EFIS COMP MON? Who do you work for? |
Originally Posted by Kenny
(Post 748151)
Really??
You'd execute a high speed abort for a HDG EFIS COMP MON? Who do you work for? Yes, I regularly abort for bugs splattered on the window......... COME ON, it's sarcasm. |
Originally Posted by UNDPilot
(Post 747726)
I don't know about you guys, but I will abort for an EFIS COMP MON at any speed.
Originally Posted by Kenny
(Post 748151)
Really??
You'd execute a high speed abort for a HDG EFIS COMP MON? Who do you work for? That's like saying he flies under the St Louis Arch. Just have a good laugh like the rest of us. And for the record he flies for GoJetssssssss!!! :D |
Originally Posted by Boomer
(Post 748157)
Lighten up Francis.
That's like saying he flies under the St Louis Arch. Just have a good laugh like the rest of us. And for the record he flies for GoJetssssssss!!! :D |
Originally Posted by Kenny
(Post 748151)
Really??
You'd execute a high speed abort for a HDG EFIS COMP MON? Who do you work for? Who do you work for? I find that if I abort for almost anything at all, aborts are much easier in the sim every 6 months. Although, I struggle with the normal takeoff profile since I rarely get in the air. |
If the EICAS is working properly, there is no way the crew could get an A/SKID message on the takoff roll:
Originally Posted by CRJ 200 Flight Crew Operating Manual
I. Inhibits During take-off and landing, the DCUs will process inhibit logic to minimize spurious or distracting messages. During take--off, the caution messages are inhibited when: *The left and right engine N1 is greater than 79% with weight--on--wheels. The caution message inhibit is removed when: *Left and right engine N1 is less than 67.6%, or *Radio altitude is greater than 400 ft AGL with the landing gear extended, or *30 seconds after ground to air transition. |
Originally Posted by saab2000
(Post 748006)
As said before, the real heroes are the people who decided that the runoff area needed this EMAS. Without it we would likely be talking about a far more serious incident.
The FAA and PSA will find out about what happened. In the meantime we all have to be thankful for the foresight somebody had to deal with a very unlikely eventuality which turned reality. I've experienced plenty of takeoffs in which I knew we couldn't abort near V1, and stay on the pavement, especially in underpowered diesel-9s, before we had to increase the average passenger weights. If you're hauling a cabin full of buffet-busters, and they each carried on a big suitcase, there might be 6,000 pounds that the load planners didn't know about when they sent you the takeoff performance numbers. |
Originally Posted by TonyWilliams
(Post 748155)
Yes, I regularly abort for bugs splattered on the window......... COME ON, it's sarcasm.
I think it is perfectly acceptable to abort if you found you have left the ranch dressing packet for your tasty salad you are eating is still in the terminal. A salad without dressing is basically just paper. |
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