Agreed and a valid point. I guess what I was trying to say is that the same mistakes, moving the flaps during T.O, aborting after V1, spoilers not coming up ( or did they?) in a Heavy full of fuel and lots of people would have been a much more tragic outcome, they would not have stopped (think huge Fire Ball).

The RJ is a little more forgiving.

Heard of a 767 that landed on a taxiway instead of a runway...just saying S#$t happens to everyone.

The spoilers came up after the abort was initiated as the spoilers come up when you move the thrust levers to idle and are greater than something like 30kts (don't know the number off hand).

Not if they have EMAS.;)

Exactly. Someone is a little full of themselves. This list could go on and on. Of course there are some unprofesional pilots at the regionals, but there are probably just as many at the majors. Anybody who won't admit to that is full of crap. I cringe when I read these reports, but I'm man enough to admit that everyone can make mistakes. If you're too arrogant to try to learn from others mistakes because you think you are too good, then I definitely don't want to be on your airplane. Or probably in your case, ship my package on your airplane. And anyone who has to brag multiple times in one thread that he flys "heavies" is a cheese dick. A freaking jet is a jet when it comes to screwing the pooch.

Agreed. Captain Jacob Veldhuyzen van Zanten thought he was invincible too but his reality check cost 583 lives.

Good example. And he was some chief safety guy at KLM.

I think you two are very wrong. These guys should be fired. They blatantly did not follow procedure, and then the PIC aborted above V1 -- something every pilot is taught not to do unless the aircraft is incapable of flight. And that was not the case here. Thank God for EMAS or this would have been another big black mark against our profession. Those passengers are very lucky these Chatty Kathys didn't kill or injure them.

+1 80ktsClamp ... I do the same thing too.

You need to grow up and stop trying to legitamize aircrew errors/accidents because of the errors made by other aircrew -- even if it happened to a major airline aircrew.

If you don't see or understand the difference between this crew and that of one who had a medical emergency onboard after flying all night for an early morning landing and then suddenly be given a sidestep to a runway with no ALS operating and overshot it and landed on the parallel taxiway ... I think you have some big issues. Clearly you aren't capable of having an honest and intellectual conversation about aviation accidents.

Wow, that's a pretty immature response to BlueMoon's one-sentence post. :confused:

I'm a regional guy and I also think the CA should be either fired or have his flying ability and judgement seriously re-evaluated...

He changed config on the TO roll? WTH? That's way out of bounds...and he did it before V1! He should have just aborted if he was that worried about the config...he could have taxiied back, done the writeup, departed, and filed an asap later.

The TO performance difference between flaps 8 and 20 doesn't matter at all as long as both engines are running! It only comes down to the wire on a V1 cut!

Then he gets a message AFTER V1 and THEN decides to abort...and even so, he took several seconds to cut power!

For those of you who think this could happen to you, you had better re-evaluate how you do business. We are not test pilots here, when confronted with a textbook situation you take the textbook answer: abort below V1, continue after V1.

The only time you are authorized to fully exercise your PIC authority and engineering creativity is when the FE says "there is no procedure for loss of all three hydraulic systems".