Date registered: Apr 2006
Vehicle: '90 300 CE, '91 560 SEC, (R.I.P.) '82 300SD (sold)
Location: Sarasota, FL
Mentioned: 0 Post(s)
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IIRC the captain, since he was not flying that leg, should be watching the air speed indicator and calling out V speeds to the first officer who presumably would be looking out the windscreen. Once they passed V1 (the speed at which the a/c can be stopped safely, he would be watching for V2 (rotation speed). I'm guessing that the f/o probably saw the end of 28 coming up quickly before he got to V2, but after V1, so he had no choice but to try to get it up. Hence the pull up partially cleared the fence before settling into the trees.
LEX was where I learned to fly back in '83. I haven't had the opportunity to fly in or out of there for around 10 years, but I know that the ground drops away from both ends of 4/22 and drops away from that end of 28. Even with the sloping ground, I seriously doubt that the outcome would have been any different for any other pilot flying a CRJ at or near gross weight. And I suppose someone could be confused about the taxiway/runway layout. Especially since a lot of a/c use midfield departures at LEX by treating the takeoff end of 28 as a shortcut to 22 if they feel they don't need the full 7000 ft.
Aviation accidents are almost always a string of small occurances that add up to an enevitable outcome. The poorly marked taxiway, the captain's wrong turn, the controller not seeing the error, not acknowledging the clearance properly, both of the flight crew's not checking heading with the runway they were cleared for, failing to question the lack of runway lighting for the runway the were on.
I have not heard anything about the other crash that occurred later that day except that it was a GA a/c. Got any details McBear?
Gulf Coast Coupes
'90 300CE w/ 17" AMG Monoblock wheels, H&R springs, euro headlights, clear corners, dual exhaust (no cats)
'91 560SEC w/ 17" 3pc. AMG wheels, clear corners, no cats â€“ R.I.P. (drowned Jan. '09}
'82 300SD sold