Commute Air Off Runway at ROA

A150K said:
Eagle tried in ORF (took off with the gust lock still halfway engaged). Throw in a different runway with a different obstacle situation and that would've ended very badly.
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XJT did that too, and ignored a GPWS in Mexico while on a DME arc in IMC (apparently less than 100' from the peak).

It just had the 30th anniversary of its first flight and with over 1,200 made, that's an amazing record (no pax fatalities).

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Rio Sul did knock the tail off one with a hard landing early on


View: https://youtu.be/J6kVHeUgVkU?si=xKwQDDOsV3qk0-Lu&t=71
 
Murdoughnut said:
Looks like they were cooking when they hit EMAS …

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edit: reading the article, explains the article. I thought from the caption it was IAD…and went “hmmm, those have long runways iirc”. Disregard.

Also, is there such a thing as emb-145 w/out reversers? That just seems dumb if so.

Glad everyone is ok…honestly dont know why they dont have emas at the end of every reasonably sized runway.
 
Boots2Wings said:
Glad everyone is ok…honestly dont know why they dont have emas at the end of every reasonably sized runway.
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Depends on the runway. Some runway ends may not facilitate having a standard sized EMAS bed, or even one at all, depending on what’s on the end of the runway. One solution in these cases is to make a section of runway end into an EMAS bed. However in this case, if a runway is short enough to warrant an EMAS, then further shortening said runway to install an EMAS bed, isn’t helping the problem.

It’d be nice to have a standard length EMAS for all runways that need one, even a minimum recommended length one of 600’. The EMAS at ROA is 433’ in length, and this jet probably used around 400’ of it just by Mk1 eyeball estimation, curious what their entry speed was determined to be. By comparison, AVP has one at the end of RW22 that is only 162’ in length due to terrain, and likely won’t stop anything more than a very slow speed overrun entry. Better than nothing, i suppose.

Doing an EMAS daily inspection, below.

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A150K said:
Eagle tried in ORF (took off with the gust lock still halfway engaged). Throw in a different runway with a different obstacle situation and that would've ended very badly.
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“Every single time the electromechanical gust lock is unlocked, the elevator travel must be checked. This check is to take place not less than 10 seconds after unlocking the gust lock by moving the elevator control from the full up stop, to the full down stop, and then to the full up stop.”

(but what did I have for breakfast?)
 
luke3 said:
EMAS saves the day once again. Does CommuteAir have reversers on their 145s? I used them extensively when I flew it, especially since we went into some shorter runways, and they always made it really easy to stop. I know several operators didn't install reversers on their planes and to be honest it kind of blows my mind why you wouldn't.
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Hulas probably just gave you the finger from his grave. Gotta save that money somehow. Who needs TR’s in Canada during the winter 🤷‍♂️ . The XR’s has thrust reversers.
 
phill1174 said:
Hulas probably just gave you the finger from his grave. Gotta save that money somehow. Who needs TR’s in Canada during the winter 🤷‍♂️ . The XR’s has thrust reversers.
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Chautauqua had some of these as well. They were X-European models that were stripped over any extras in order to save weight to pay less taxes. The MP models that CHQ had not only didnt have thrust reversers but had smaller brakes (same size as the E140). I remember it was so weight restricted that they tried pulling galley carts out and all we had was water and coffee. Automatically a 44 seat airplane despite there being 50 seats. What a giant POS.

This plane just makes me mad seeing it again. https://www.jetphotos.com/photo/6798350
 
<checks logbook> Yup - flew that bird.

16/34 is the shorter runway at ROA, but it's also the runway with an ILS. I don't know what the EXACT situation was at the time nor what the ATIS was advertising, but they may not have had the visibility for the longer runway with the RNAV approach. Vis was 1SM or 1 3/4 SM depending on which METAR you looked at.

Given the rain, I'm really wondering what the perf numbers were for landing.
 
killbilly said:
<checks logbook> Yup - flew that bird.

16/34 is the shorter runway at ROA, but it's also the runway with an ILS. I don't know what the EXACT situation was at the time nor what the ATIS was advertising, but they may not have had the visibility for the longer runway with the RNAV approach. Vis was 1SM or 1 3/4 SM depending on which METAR you looked at.

Given the rain, I'm really wondering what the perf numbers were for landing.
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I couldn’t find a S/N. I’d be appreciative of such information.
 
CFI A&P said:
Did you inspect the food at Havana or Hawley’s afterward?
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No, just the training there for CFR crews on EMAS daily’s, the tech/construction behind them, and operations tactics on both an intact and a compromised EMAS bed, back when they were a new thing. It’s interesting tech, much like a very short runaway truck ramp on a highway. Oddly, there are more installations at airports that are shorter, some far shorter, than recommended length, than there are that meet recommended. Results will definitely vary with these.
 
MikeD said:
No, just the training there for CFR crews on EMAS daily’s, the tech/construction behind them, and operations tactics on both an intact and a compromised EMAS bed, back when they were a new thing. It’s interesting tech, much like a very short runaway truck ramp on a highway. Oddly, there are more installations at airports that are shorter, some far shorter, than recommended length, than there are that meet recommended. Results will definitely vary with these.
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So no takeoff performance credit I’m guessing :p
 
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