Someone was speculating that the FAA wants PSA to not mix CRJ series due to some incident or series of incidents. If that crew had been flying something with better performance than a -200 and all of a sudden is paired with a -200 on a hot summer day, yeah I could see that potentially becoming a situational awareness issue. Where you forget which CRJ series you're operating reading the USA Today. Obviously that wasn't the sole cause, but the FAA has a history of knee-jerk reactions. Ask Skywest -200 operators what altitude they can climb up to.

What's that got to do with PSA internal seniority issues? They can be tacked on to the bottom no different. They can have the 200s as well.

3 700's were damaged. 2 cracked wing spars from hard landings and 1 toasted engine from being left in toga for too long.

toasted an engine from being in toga too long?

how exactly is that possible? there isnt a limitation on it. 2 mins at 963 degrees and 5 at 947 is the only TOGA limit that would burn one up, i don't think ive ever seen them that high, certainly not if you are FLEXing. i also see the the limit at 5 mins for toga...no idea how that gets missed (its on the after t/o checks on the 200 and 7-900)

i can see toasting a 200 because you forget there is no fadec and firewall it on a go around or something.

the hard landings....thats totally believable. I see FO's continuously forget to stop the decent before landing...that falls on the training department.


I'm all for separating the 200/7-900 on a bid. If I never fly a 200 again itll be too soon. They fly like crap.

I don't see the big deal in flying all models. It's not that difficult of a concept. For the people doing hard landings, all they have to do is attempt a flare. The landing won't be soft but it won't hurt anything. And as the person said earlier, the climb power is on the after take off checks so.....yeah

Blame it on the navy pilots


Sent from my iPhone using Tapatalk

yea, those darn navy pilots.

had a passenger say the takeoff was a carrier takeoff the other day...
that was a new one...

I have been tempted to do a carrier rendezvous.

How about, "damaged the engine beyond economic repair" rather than toasted? Leaving the thrust in the toga detent for all of takeoff/climb/cruise could possibly over temp them, especially up at altitude. I know it's on the checklist, but we've all missed items on there.

Well your n1 tolerance gets higher as you go up. So if it's in Togo it would stay at whatever setting it was at for takeoff. I would say an average climb n1 would be 94-95ish once you get throw the upper teens?? Togo is 80's to very low 90's.




Sent from my iPhone using Tapatalk