falconvalley
Absentee Dad of the OOTSK, Runner, Cat Frustrator
I read it again. I misinterpreted what the second last paragraph meant. I'm also curious about the guidance.
Why EMAS is good
- Thread starter BobDDuck
- Start date
It's no kidding. The ANG base at Yeager is located at the bottom of the hill. You have to take a drive up a switchback road to get to the flightline at the top of the hill.
deadstick
Well-Known Member
Gotta love those leaks...
US Airways Incident Raises Pilot-Focus Issues
By ANDY PASZTOR
A fundamental breakdown of pilot discipline, including personal conversation in the cockpit, apparently was the major reason a US Airways commuter plane ran off the end of a West Virginia runway last month, according to industry officials.
Now, three weeks after the nonfatal incident, the circumstances are prompting extensive discussion and concern among pilots and safety experts, who consider it the latest example of cockpit distraction and erosion of pilot discipline.
The Jan. 19 event involved a twin-engine Bombardier jet that ran off the runway at Yeager Airport in Charleston, W. Va., after pilots abandoned takeoff. Operated by PSA Airlines Inc., a unit of US Airways Group Inc., the plane was damaged when it smashed into a crushable concrete safety zone at the end of the strip. None of the 34 people aboard was hurt, and the incident has generated relatively little media attention.
But among many safety experts, it is viewed as the latest example of a loss of pilot focus, and a symbol of what some regulators believe is a broader problem of lack of pilot professionalism.
A US Airways spokesman said the airline is cooperating fully with the National Transportation Safety Board's investigation and has launched its own probe. But he declined to comment about specifics. The spokesman also said the two pilots, whose names haven't been released, were placed on administrative leave and taken off flying duties, as is normal after such an event.
PSA Airlines hasn't had a fatal accident or incident since it became part of US Airways, or what was then called USAir, in 1995.
Preliminary data collected from the cockpit voice recorder indicates that prior to the botched takeoff, the two pilots of US Airways Express Flight 2495 engaged in stretches of nonpertinent chatter that didn't deal with flight preparations, checklists or pilot tasks, according to industry officials familiar with the details.
Pilots are strictly prohibited from engaging in such private, extraneous conversations during critical phases of flight, particularly takeoff, descent and landing.
A spokesman for the safety board declined to comment on the investigation.
The board's probe comes at a time when Randy Babbitt, the head of Federal Aviation Administration, is stressing the importance of maintaining pilot professionalism and avoiding distractions behind the controls. Mr. Babbbitt, for example, told a House aviation subcommittee last week that the FAA is looking for methods to transfer the experience of veteran aviators to younger commuter pilots. He said such programs are an "important way to raise professional standards and improve cockpit discipline."
Industry officials describe the following sequence of events on Flight 2495. Before starting the takeoff roll, the crew is believed to have incorrectly set the flaps -- movable panels at the rear of the wings that provide essential lift. As the jet accelerated down the runway, reached almost 100 miles per hour and its front landing gear was lifting off the ground, the crew realized the mistake, according to these officials. The pilots quickly readjusted the flaps, prompting an automated cockpit warning to abandon takeoff. The crew then tried but failed to stop the jet before it rolled into the safety area.
Pilots said it is generally considered unsafe and quite unusual to adjust flap settings during takeoff. Airlines typically train crews to work together to handle so-called rejected takeoffs, including practicing decisions about what speeds and runway conditions make it safer to continue climbing instead of slowing down and attempting to stop.
US Airways Incident Raises Pilot-Focus Issues
By ANDY PASZTOR
A fundamental breakdown of pilot discipline, including personal conversation in the cockpit, apparently was the major reason a US Airways commuter plane ran off the end of a West Virginia runway last month, according to industry officials.
Now, three weeks after the nonfatal incident, the circumstances are prompting extensive discussion and concern among pilots and safety experts, who consider it the latest example of cockpit distraction and erosion of pilot discipline.
The Jan. 19 event involved a twin-engine Bombardier jet that ran off the runway at Yeager Airport in Charleston, W. Va., after pilots abandoned takeoff. Operated by PSA Airlines Inc., a unit of US Airways Group Inc., the plane was damaged when it smashed into a crushable concrete safety zone at the end of the strip. None of the 34 people aboard was hurt, and the incident has generated relatively little media attention.
But among many safety experts, it is viewed as the latest example of a loss of pilot focus, and a symbol of what some regulators believe is a broader problem of lack of pilot professionalism.
A US Airways spokesman said the airline is cooperating fully with the National Transportation Safety Board's investigation and has launched its own probe. But he declined to comment about specifics. The spokesman also said the two pilots, whose names haven't been released, were placed on administrative leave and taken off flying duties, as is normal after such an event.
PSA Airlines hasn't had a fatal accident or incident since it became part of US Airways, or what was then called USAir, in 1995.
Preliminary data collected from the cockpit voice recorder indicates that prior to the botched takeoff, the two pilots of US Airways Express Flight 2495 engaged in stretches of nonpertinent chatter that didn't deal with flight preparations, checklists or pilot tasks, according to industry officials familiar with the details.
Pilots are strictly prohibited from engaging in such private, extraneous conversations during critical phases of flight, particularly takeoff, descent and landing.
A spokesman for the safety board declined to comment on the investigation.
The board's probe comes at a time when Randy Babbitt, the head of Federal Aviation Administration, is stressing the importance of maintaining pilot professionalism and avoiding distractions behind the controls. Mr. Babbbitt, for example, told a House aviation subcommittee last week that the FAA is looking for methods to transfer the experience of veteran aviators to younger commuter pilots. He said such programs are an "important way to raise professional standards and improve cockpit discipline."
Industry officials describe the following sequence of events on Flight 2495. Before starting the takeoff roll, the crew is believed to have incorrectly set the flaps -- movable panels at the rear of the wings that provide essential lift. As the jet accelerated down the runway, reached almost 100 miles per hour and its front landing gear was lifting off the ground, the crew realized the mistake, according to these officials. The pilots quickly readjusted the flaps, prompting an automated cockpit warning to abandon takeoff. The crew then tried but failed to stop the jet before it rolled into the safety area.
Pilots said it is generally considered unsafe and quite unusual to adjust flap settings during takeoff. Airlines typically train crews to work together to handle so-called rejected takeoffs, including practicing decisions about what speeds and runway conditions make it safer to continue climbing instead of slowing down and attempting to stop.
ComplexHiAv8r
Well-Known Member
Wow.....
Heard a Delta aborted a takeoff at Yeager the other day.
Heard a Delta aborted a takeoff at Yeager the other day.
mikecweb
Well-Known Member
Are you _ kidding me?
Let the investigation take place and hopefully they come up with something different.
Muff3n
Well-Known Member
Gotta love the media...
I have also wondered myself about the actual possibility of being able to get stopped on a runway a few knots short of V1. Especially like if you had an engine problem, If you had a total failure on one side then reverse thrust isn't supposed to be used correct? That would only lengthen the stopping roll distance even more.
mikecweb
Well-Known Member
Ummm they were pretty damn close. If that investigation leak is accurate they were changing configuration on the runway and aborted AFTER V1.
jtrain609
Antisocial Monster
I was just gonna say something about Northwest 255. This could have worked out MUCH worse.
This is a stupid pilot trick that multiple people have pulled off. Northwest did it in Detroit, a Spanish carrier pulled the same thing off years later in another DC-9, the EMB-145 won't let you advance the thrust levers without the flaps down without screaming at you, and these guys proved it's still possible to do.
This happens, it seems.
This is a stupid pilot trick that multiple people have pulled off. Northwest did it in Detroit, a Spanish carrier pulled the same thing off years later in another DC-9, the EMB-145 won't let you advance the thrust levers without the flaps down without screaming at you, and these guys proved it's still possible to do.
This happens, it seems.
EDUC8-or
Well-Known Member
Neither will the CRJ (for takeoff).
meyers9163
Well-Known Member
Do you know if the Company plans on releasing anything in regards to this article?
meyers9163
Well-Known Member
naturally....