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How many CRJs rolled upside down after takeoff due to excessive pitch?
I don't think you can really blame the airplane for pilots not ensuring they have a clean wing....
None, but there have been several challengers which crashed, and a recent incident with a 200 (air canada?) which lost roll control after TO and very nearly augered in...combination of contamination and fast rotation IIRC. That was the reason for the TO pitch change. SKW sets the FD to 10 degrees using pitch mode, but we are supposed to be getting a SW fix to do that automatically when you hit TOGA.
How many CRJs rolled upside down after takeoff due to excessive pitch?
I don't think you can really blame the airplane for pilots not ensuring they have a clean wing....
I don't know if it happened on the RJ, but it did on the Challenger version of the -200. I believe the accident was in Denver or another Colorado airport.
At Comair, we would just takeoff without the FD, pitch for 10 degrees and adjust as necessary for speed. Most of the time I would just hand fly to 10,000' without the FD unless on an RNAV departure or other high workload environment.
There was a Challenger 601 crash in Montrose due in part to not having a clean wing (NBC Sports chair Dick Ebersol lost one of his sons in that accident), and a Challenger 600 that went off the runway in TEB for the same reason, and a Challenger 850 crash in Moscow that, again, crashed when it didn't have a clean wing on takeoff.
Again, I don't see those accidents as airplane issues but rather crew/cold weather ops issues.
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How many CRJs rolled upside down after takeoff due to excessive pitch?
I don't think you can really blame the airplane for pilots not ensuring they have a clean wing....
(d) This AD results from reports of uncommanded roll during take-off. We are issuing this AD to prevent possible loss of control on take-off resulting from even small amounts of frost, ice, snow, or slush on the wing leading edges or forward upper wing surfaces.
That AD requires revising the airplane flight manuals (AFMs) to include new cold weather operations limitations and procedures. That AD resulted from reports of uncommanded roll during take-off. The actions specified in that AD are intended to prevent possible loss of control on take-off resulting from even small amounts of frost, ice, snow, or slush on the wing leading edges or forward upper wing surfaces.
The special take-off procedures for winter operation is turning off the flight director. We just changed our procedures so that we do that all the time instead of just during the winter. I guess i shouldn't have said crj but the CL-600-2B19 (Regional Jet Series 440) and CL-600-2B19 (Regional Jet Series 100). The crashes that occured were the corporate models. The problem was the FD was giving incorrect info and calling for high nose up pitch when the planes lift couldn't accept it causing the wing to stall and roll.
At XJ we press the TOGA buttons at the beginning of the before takeoff check, which is generally done at the beginning of the taxi. We also takeoff with our FDs on and just pitch at 2-3 degrees per second. Thankfully XJ actually gives us the benefit of the doubt in this manner.
Why only the 100 and 440 and not the 200? The CRJ440 is merely a designation for the 44 seat version, which is really a 200. It was created for NWA to circumnavigate scope when once upon a time there were restricions on 50 seaters.
At XJ we press the TOGA buttons at the beginning of the before takeoff check, which is generally done at the beginning of the taxi. We also takeoff with our FDs on and just pitch at 2-3 degrees per second.
Why only the 100 and 440 and not the 200? The CRJ440 is merely a designation for the 44 seat version, which is really a 200. It was created for NWA to circumnavigate scope when once upon a time there were restricions on 50 seaters.
"Once upon a time in a land far far away". I wish I lived there and then!
Hey this 10* thing has saved me a couple of times. Once I forgot to takeoff with the training wheels and I just kept rotating until we finally did a backflip. What is so dumb is that as soon as you're airborne our first call is 'speed mode, hdg/nav mode, bug vfto.' As soon as the nfp hits speed on the fcp and dials in vfto it is now doing something totally different than just staying at a fixed angle. If you haven't learned how to rotate by now, then you are in the running for "worst crj type rated pilot" award.
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