CMA = Cowboys Mangle Airplanes

[eep...2 Green]

I think that if everybody loves $unwest and their ramp and surrounding YYC movement areas so much the ought to go work there. If you love the $unwest system, go there. If you like the idea of working for CMA and flying a D328 or a B1900D and getting first crack at airline jet jobs, go fly there. If you instead prefer to be disturbed by a $unwest wanabe who probably doesn't even fly there but perhaps pumps lavs or grooms...then you'll probably have long term blockages in your career unrelated to $unwest or CMA but indebted to your personality shortcomings. It's that 3rd group that seems to have taken this thread to a near viral level.

[small penguin]

That's amazingly reckless. I reject a takeoff, the aircraft goes
into maintenance to go up onto jacks and have the tires/tubes/
bearings/discs/pads/brake fluid inspected and replaced as necessary.

Assuming you're talking about your Pitts.. I've never heard of any policy, rule, or otherwise at the club here regarding rejected takeoffs in the 172. As far as I know, a backtrack or taxi back and takeoff is just fine.

That being said, I've no idea of the effects of max brake on a rejected takeoff, but one minor difference between you and me being, you're an AME. I figure you do a reject takeoff, and then you can simply taxi to the hangar, jack the plane yourself, inspect it yourself, sign the logbooks, and be in the air within... an hour? Assuming no problems.

If I were to do the same, I'd taxi the plane back to my tie-down, park it. Walk to the AME, talk to him about the issue (assuming an inspection is required), I'd have to wait a week or more for him to be able to grab the plane, check it out, tell me all is ok (assuming again no problems), and then pay him 2 hours of labour or more.

I only wish I could be an AME for my own airplane..