I’m very lucky to belong to a flying club with several CFIs. none of whom are doing it to build hours towards a ATP (we do have one retired ATP). My latest flight review (last month) cost me $40* (not including plane rental). That particular CFI is retired, but the one I trained with did property abstracts (so flexible schedule) I also have done flight review with someone with a full time job.
Brian
* me: what do I owe you? him: I dunno, what did you play last time?
Yes. Honda Jet continued to accelerate well past the point where the takeoff attempt could be safely rejected. Makes you wonder whether there was some problem (e.g. with flight controls) that would have made safe flight impossible, thus leading the pilot to attempt an abort that had no chance of ending well.
On Tuesdays my wife usually picks me up from work, and drives right past there at 4:40. I worked from home that day. Wow.
The road is still closed.
eta: that’s not the first time that type of crash happened right there.
Sure the way to bet.
Control lock still installed, controls otherwise jammed, gross nose-heavy loading, stab trim not set or badly mis-set, some distracting disaster on board commencing near rotation speed, e.g., raging cockpit fire. Or snakes; snakes are always a possibility, and especially in Arizona. 
Bizjets don’t need much runway by design. So Mesa may not be as short relative to their needs as it at first appears. But in general you’ll perform a jet takeoff using weights, speeds, and thrust settings that ensure the runway is just barely long enough and any significantly delayed reject above V1 is a guaranteed off-runway excursion. Ouch.
It’s a shame that airports where the runway ends near roads or buildings don’t all have EMAS to safely stop runaway planes (but especially faster heavier jets) before they get out into public and come apart violently due to colliding with unsmooth terrain, fixed obstacles, passing cars, etc.
The runway in question is 5100 feet. Bizjets fly out of there every day, as does a B17.
The person who cited the crash here mentioned it was “only” about 5000 feet long. My point was to push back on that “only”.
I agree w your point; for bizjet purposes at a reasonable density altitude 5K is more than plenty.
My dad was stationed at DAG. The runways are 6,400 feet long now, but ISTR them being ‘a mile long’ back in the '70s. Anyway George Wallace’s 737 landed there and took off again. (I don’t think it was an emergency, but it may have been precautionary.) Dad was made an honorary Alabama Colonel for his assistance.
The airlines fly 737 NG & MAX out of SNA John Wayne Orange County nowadays. 5701 feet long. Unlike DAG, field elevation is only 56 feet & it’s rarely over 80F.
Older 737s like in Wallace’s heyday were lighter & less powerful than NG or MAX. I think the older one’s short field perf is the same or better.
[Storybtime]
I was about 10 when I watched Nixon’s AF1 707 #27000 land at SNA. With the President and entourage aboard.
My Dad was a 707 driver at the time. He was confident they’d succeed in getting stopped, but it’d be close. He was right. He was also sure they were almost out of fuel to get the weight down enough to even try. El Toro MCAS was 1 traffic pattern away if needed. Still and all, some impressive flying. And braking.
How fitting that this occurred at the Spirit Airlines counter.
Evidently there are no anagram fans in charge at the Mesa airport.
Every 737 ever made took off for the first time from Renton Municipal Airport; one runway, 5,382 feet. They only need enough fuel to go about five miles to Boeing Field.
I’ve heard that in the early days of the 747, Boeing hadn’t completed the paint facility at Everett, they used to fly the unpainted planes to Renton. A 747 at Renton must have been a tight squeeze.
It would be the SAME thing!
As with the 737 case, at very light weights a really big jet has pretty darn good short field perf. The bigger the plane, the larger the fuel & payload fraction. Said another way, the relatively lighter (and slower) an unladen low-fuel state airplane is.
I’ve ferried a variety of jets and the bigger or longer ranged they are the more eye-watering the perf off the runway. With only 2 people on a 300-seater and 90 minutes of fuel in tanks that can hold 12 hours’ worth it’s really an E-ticket ride. Between the insane acceleration and the very low V1 & VR, you’re airborne well before you’re mentally ready for it and at 30 degrees nose up it’s still accelerating. Mind the flap speed limits.
Landing is the same way. Instead of approaching at e.g. 140 kts, it’s 110 kts (or less). Which lb for lb represents 61% as much kinetic energy. And you’re landing at gross weights of 60% of a full passenger and freight load. ~60% of ~60% ~= 36%. Brakes that can stop 400K# from 170knots don’t even notice stopping 150K# from 100kts. Hope you’re wearíng your shoulder harness as you should or you’re gonna lose teeth on the yoke when you stomp on the pedals.
That’s aMAESing! 
Someone find out what they have at the airport in Ames, Iowa.
Or so it would SEAM.
I think this thread is starting to unravel.
Sew what are you going to do about it?
Try to stick to the topic and not let this unravel any further.
In my job, I’m always vaguely amused at how much of the interior of an aircraft is held together with velcro. In super fancy cases, you get embedded magnets.
I hope this fits the thread topic.
Not me. At the time I thought I’d “dodged a bullet” by being able to progress my career without instructing, but I kind of wish I’d done it now as I think I’d have enjoyed it and been good at it.
And now this:
This is a free promo link that’ll quit working in a week. For posterity, the lede is
A Spirit Airlines Airbus A320neo was hit by gunfire attempting to land at Touissant L’Overture Airport (PAP) in Port-au-Prince, Haiti on Nov. 11, forcing the aircraft to be diverted to the Dominican Republic and the airport to ground flights.