I rode in from DEN on the jumpseat b/c it was full in back. This was during the winter, so the performance #'s most likely were different than during the summer.

Again, SKW guys can clarify, I'm sure.

 

I never flew the BAC at Wiskey, but I never heard any complaints from the CAs I flew with who did about its climb performance...always heard it could do a OEI balked landing with little problem.

 

Sam, I use to fly into ASE and TEX and I do not consider those approaches fun. Fun gets you killed in there.

 

Im surprised the 170 never got the opportunity to fly into Aspen. Always wondered how the plane would do there.

I would assume the "special" go-around procedure would be just to bring the flaps from 5(or flaps full) to flaps 4 (flaps 5 is the same degree setting as 4 but flaps 4 are for takeoff & flaps 5 are for normal landing). Maybe someday.....

 

Three Green, I appreciate and understand your concern with “fun”. Perhaps that comes off wrong… We took this approach very serious and got in on the first attempt thanks to WX. Best of luck to all of us and thanks for all the good 121 info.

 

The Balked Landing is not fun. Much of the sim training is on the procedure. 2 engine is not THAT big of a deal...I know of at least one time it was used (besides proving runs). SE is not to cool...Basicly you fly at V2 and fly the LOC course. At 0.8 DME SOUTH of the LOC you do a LEFT turn back around to and end up intercepting the normal IPKN miss procedure.
I think the main downside is the winds. Could be a real problem.

As far as full loads to ATL...I have not seen any problems. Every flight is differant though...Anti Ice or not, Hot or Cold etc. There are problems from time to time.
I think the DASH (Q-400) would be the best for many of these flights because of winds and performance problems for the 700. I think the one downside is the range vs. time. For DEN flights no problem, but if you look at the flight times to ORD - ATL - LAX - SFO that is where a jet is needed.

BTW...Any thoughts if the "New" Delta would throw MSP into the mix?
LYNX guys...is it true you have an 18kt. T/O and Landing Tail wind limitation?

 

When I was at Whiskey on the ramp out there Mesaba sent in the ARJ from both Minneapolis and Memphis. I was hoping that they would send the CRJ-900 in after they Parked the ARJ.

 

We were told there was absolutely no chance of us (Mesaba) going back to ASE once the Avros were parked. Probably because there isn't the need with the 700's already going there for Delta. I never did go there myself but I did get to watch one of the sim training lessons for it. We also had the authorization and charts for the LOC/DME 15 and special training and procedures to go there that most if not all 91/135 places would NOT have. In the Avro with its low speed manuvering and 4 engines it seemed well suited for that airport (if there is such a thing) Currently flying the 900 I would NOT want to take that thing in to ASE based on; what I saw in that sim compared to what I have experienced on my time on the 900's. There are only 2 planes I've flown that I'd be comfortable taking to ASE (if I were still proficient on them), the Avro and the Lear 31a.

 

Many corp and charter outfits restrict themselves to day light VFR operations only at Aspen.

 

Are you talking about at KASE specifically or in general? Not a Lynx guy but at Horizon the tailwind limitation for t/o and landing on the Q400 is 20kts. If the question was for the airport specifically then sorry, I don't know.