Not only are ATC blameless, they get a "good show" for asking the captain. His decision.

You obviously have an agenda. You also clearly indicate that you have absolutely no understanding of what you are talking about.

I don't have any agenda. I think pilots are absolutely and ultimately responsible (it seems FO was the PIC) and they should have also landed immediately without burning fuel (pure luck the wings/hydraulics were still operational after almost one hour airborne after hitting ground stuff) but the ATC should have reacted differently and send them back to where they originally were nstructed to be.

Can you not read? Ultimately it is NOT ATC's responsibility. Confirmed above by Herod who we regulars on here know is a retired commercial pilot. The crew should be aware of where they are. They were given more than adequate warning. End of.

OK we are waiting ATC's here to say if they would or would not deny the takeoff if the pilot wants to perform it from the half of standard take off length.

No it is not. Stop digging a bigger hole you are already in . You obviously do not know what you are talking about., and if you don't, then ask questions ,we'll be happy to answer you.

@DaveReidUK
FR24 shows a take off from D5 not what was requested by the Crew.. I was told they are the ones that requested D5,. and the TWR Controller asked them to confirm and gave them the TORA. But I have not heard the R/T recording yet.

It's obvious by this statement you're not a pilot. ATC are not responsible for checking an aircraft's take off performance calculations. ATC wouldn't even have the data to be able to do it.

ATC is responsible to see that something is way off, maybe the plane is hijacked, maybe the pilot is drugged or what not.

Did the crew specifically request D5 or did they make the wrong turn into D5?

Plowing the fields?
 

I would like to see pictures of the track of the aircraft on the ground. They finally had a positive rate of climb when they crossed the Autobahn at 50', and that is ~1500m past the end of the threshold. Very lucky to have got airborne :uhoh:​​​​​​
https://cimg4.ibsrv.net/gimg/pprune....64e1500c70.jpg

The E195 can operate from 4000 feet if lightly loaded. It’s advertised takeoff requirement is 4700 with a full load of passengers and a 1+15 flight time. This one was somewhat heavy but ATC has no way of knowing an aircraft’s weight. The FO is never the PIC, not sure where you got that from.
As far as earlier comments about the aircraft built like a tank the runway lights are designed to be frangible to minimize damage if hit.

Sorry, but that "50 feet" figure is not borne out by the data.

I understood it to be Air Traffic Control not Air Traffic Conditional? ATC are within their rights to tell pilots to go around if they have the equipment to alert them. And to stop take-offs if the situation so requires. So why pick and choose when you can and cannot intervene?

Ultimately pilots pay the price with their lives and ATC with their paperwork. This boils down to a pretty basic pilot error that could have been prevented by A) better pilots B) more assertive ATC.

So are you suggesting that ATC be made aware of the weight of each aircraft and run performance data to approve and tell the pilots how much runway they need?

Gee, are you really a Boeing ATPL as your pseudo suggests ? We controllers do not " pick and choose" when to intervene, we follow the procedures we are trained on , just like you. Refusing or Canceling a take off clearance when a vehicle enters the runway is part of the procedures, but definitively not questioning the PIC TOW and TORA calculations. If the Embraer had been empty and carrying minimum fuel it would have made it ,, and controllers have no way or knowing these factors and make the calculations , this is the PIC area. , It is not about being "more assertive" it is about following established safety procedures. The PIC was, ( as I heard) asked by the controller to confirm his decision to use D5 and was given the TORA left in case he miscalculated. Apparently again , he confirmed.. His decision period. .( again waiting to hear the R/T to make sure what I was told is 100% correct)

If they did request D5... woukd be interested to know what heading they had dialed... which runway they were expecting... any chance they've accidently prepared for the reciprocal and this is a gross error?

A 12R takeoff from D5 would give a 2266m TORA/TODA/ASDA, in fact not much different from a 30L takeoff from D6 (2349m)

So this might not be a bad rabbit hole to go down.