Narrative:

1. While taxiing to [crw] runway 23 on taxiway a; I noticed the new taxiway from A2 to A1 does not have proper taxiway paint markings along the edge of taxiway toward the departure end of runway 23. Taxiway depiction on the commercial airport diagram does not differentiate between new and old taxiway(s). Then... 2. Once at the end of taxiway a; both aircrew noticed that pictorial of the commercial airport diagram (2 apr 10) does not match actual conditions. The commercial airport diagram shows new concrete from A1 north east to a. Also; data in acars does not properly reflect 'runway 23.' actual beginning of runway 23 is at A1! Flight crew attempted to retrieve takeoff data via acars using runway 23/A1. Flight crew also attempted utilizing paper copies of takeoff/landing report included with company release. Both sources of information had no data for 'runway 23/A1.' no NOTAMS or company NOTAMS could be found concerning the discrepancy. After a thorough discussion; first officer and I decided to use no flex; runway 23 takeoff numbers. Then... 3. Because of the delay at the end of runway discussing the takeoff numbers; I asked first officer to run taxi and before takeoff checklists to ensure we didn't miss anything. During the before takeoff checklist; the first officer noticed lh ob btms (brake temperature monitoring system) at '6-white'. The other btms indicators were (left to right); 5; 4; 4. At this time; charleston tower was asking what our delay was; and that we would miss our slot time. We declined takeoff clearance; adhering to poh limitations. Both first officer and I decided to ask charleston tower if we could taxi onto runway; taxi southwest bound; get off at taxiway B; and return for takeoff. This would allow cool airflow to accelerate the btms indicator to return to green. Halfway down the runway; the btms returned to green. We informed tower; we would exit runway and return to depart runway 23. While taxiing back down taxiway a for departure; I noticed it was sloped down requiring more braking to steady the speed. I was very careful to brake evenly; and not to 'ride the brakes.' the btms indicators remained in the green; but they were much higher than usual (5;5;4;4). These higher numbers obviously reduce the effectiveness of braking during a possible aborted takeoff; etc. They were in the green; but reduced the margin of safety if such an event occurred. I speculate that the airport authority has not followed proper procedures; or communicated effectively; the proper requirements of taxiway markings for airports with scheduled 14 crash fire rescue equipment 121 operations. New taxiway a is considerably downhill; thus requiring more braking than usual to hold a safe taxi speed. The slope itself is not the problem; the length of the slope is long and with 2 engines running at 45;000 lbs; it can be very difficult to hold a safe speed without riding the brakes. Charleston wv airport authority needs to issue terminal procedures publication (tpp) change notice to FAA concerning new construction. Thus commercial chart publisher can then issue an airport page; notice of airport construction; charleston wv. Company then can make the appropriate changes to acars information that is sent to the crew(s). And remove or completely cover A1 signage at the departure end of runway 23. And close taxiway a between A2-A1 until proper paint and signage is fixed. And include notes section on commercial airport diagram excessive slope on taxiway.

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Original NASA ASRS Text

Title: Air carrier Captain stated that CRW airport markings and charts are not accurate and current.

Narrative: 1. While taxiing to [CRW] Runway 23 on Taxiway A; I noticed the new taxiway from A2 to A1 does not have proper taxiway paint markings along the edge of taxiway toward the departure end of Runway 23. Taxiway depiction on the Commercial airport diagram does not differentiate between new and old taxiway(s). THEN... 2. Once at the end of Taxiway A; both aircrew noticed that pictorial of the Commercial airport diagram (2 Apr 10) does not match actual conditions. The Commercial airport diagram shows new concrete from A1 north east to A. Also; data in ACARs does not properly reflect 'Runway 23.' ACTUAL BEGINNING OF RUNWAY 23 IS AT A1! Flight crew attempted to retrieve takeoff data via ACARs using Runway 23/A1. Flight crew also attempted utilizing paper copies of Takeoff/Landing Report included with Company Release. Both sources of information had no data for 'Runway 23/A1.' No NOTAMS or Company NOTAMS could be found concerning the discrepancy. After a thorough discussion; First Officer and I decided to use NO FLEX; Runway 23 takeoff numbers. THEN... 3. Because of the delay at the end of runway discussing the takeoff numbers; I asked First Officer to run Taxi and Before Takeoff Checklists to ensure we didn't miss anything. During the Before Takeoff Checklist; the First Officer noticed LH OB BTMS (Brake Temperature Monitoring System) at '6-WHITE'. The other BTMS indicators were (L to R); 5; 4; 4. At this time; Charleston Tower was asking what our delay was; and that we would miss our SLOT TIME. We declined takeoff clearance; adhering to POH limitations. Both First Officer and I decided to ask Charleston Tower if we could taxi onto runway; taxi southwest bound; get off at Taxiway B; and return for takeoff. This would allow cool airflow to accelerate the BTMS indicator to return to green. Halfway down the runway; the BTMS returned to green. We informed Tower; we would exit runway and return to depart Runway 23. While taxiing back down Taxiway A for departure; I noticed it was sloped down requiring more braking to steady the speed. I was very careful to brake evenly; and not to 'ride the brakes.' The BTMS indicators remained in the green; but they were much higher than usual (5;5;4;4). These higher numbers obviously reduce the effectiveness of braking during a possible aborted takeoff; etc. They were in the green; but reduced the margin of safety if such an event occurred. I speculate that the airport authority has not followed proper procedures; or communicated effectively; the proper requirements of taxiway markings for airports with scheduled 14 CFR 121 operations. New Taxiway A is considerably downhill; thus requiring more braking than usual to hold a safe taxi speed. The slope itself is not the problem; the length of the slope is long and with 2 engines running at 45;000 lbs; it can be very difficult to hold a safe speed without riding the brakes. Charleston WV Airport Authority needs to issue Terminal Procedures Publication (TPP) Change Notice to FAA concerning new construction. Thus Commercial chart publisher can then issue an airport page; NOTICE of Airport Construction; Charleston WV. Company then can make the appropriate changes to ACARs information that is sent to the crew(s). AND remove or completely cover A1 signage at the departure end of Runway 23. AND close Taxiway A between A2-A1 until proper paint and signage is fixed. AND include NOTES section on Commercial airport diagram excessive slope on taxiway.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.