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Originally Posted by TheProfessionalPilot
(Post 188961)
If you don't know how to follow procedures during an emergency (as previously stated), and subsequently GLIDE FROM 41,000 FT to the ground, which by the way takes a very long time, even at 300 knots, you are either inexperienced or careless. Now the next person can contest how long it takes to glide from 41,000 or that they didn't glide... let's put it this way, they didn't follow procedure, and had ample time to correct the situation. The problem was that in the procedures at the time the emergency "profile" did not call to nose it over and GAIN speed, the engines on the -200 are reliable but underpowered and in the event of a flameout they will corelock if you dont get more airflow through them. The 300kts is the newer way, and if they HAD done that they would have had a chance. They were very unprofessional and its unfortunate that it took their lives, but if the flight had a flameout at FL350 with 50 people and everyone was professional they would have had the same issue to contend with (core lock), now if/when it happens the crew will follow the procedures to keep the temps down and give them a chance for the airstart. Someone else's mistakes is everyone's free lesson. |
Originally Posted by TheProfessionalPilot
(Post 188976)
I gotcha, so the CRJ has no actual crosswind LIMITATION, but the ERJ does is 27knots, and both have tailwind lim's. I was curious about that.
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Originally Posted by Paok
(Post 188968)
Wind Conditions Limitation 2.6.6 Crosswind braking action good or better- takeoff and landing 27 KNOTS
Keep in mind each company can have its own limitations, such as at PNCL max operating altitude is FL370, whereas the CRJ is certified to FL410. A crosswind landing of 35 knots can be done (safely)- seen it first hand- but its not a greaser! |
Originally Posted by higney85
(Post 188983)
The problem was that in the procedures at the time the emergency "profile" did not call to nose it over and GAIN speed, the engines on the -200 are reliable but underpowered and in the event of a flameout they will corelock if you dont get more airflow through them. The 300kts is the newer way, and if they HAD done that they would have had a chance. They were very unprofessional and its unfortunate that it took their lives, but if the flight had a flameout at FL350 with 50 people and everyone was professional they would have had the same issue to contend with (core lock), now if/when it happens the crew will follow the procedures to keep the temps down and give them a chance for the airstart. Someone else's mistakes is everyone's free lesson.
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Originally Posted by TheProfessionalPilot
(Post 189014)
Is the FL370 a post-accident limitation or is this old and just for 121 legs?
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Originally Posted by Ellen
(Post 188937)
Entitlement. That is what the younger generation preaches. In my generation, you had to perform to get ahead, now it's expected despite lack of qualifications, skill, etc.
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The CRJ wont core lock due simply to a flame out and low speed. However any engine will core lock if ran too hot for too long with a high angle of attack and low speed THEN a flame out with mass shock cooling. Hence Pinnacle's relight failures.
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sounds like zoot got passed up for a job offer
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Originally Posted by Zoot Suit
(Post 189090)
You can thank affirmative action for that.
Zoot explain to me what the Phuck this has to do with Affirmative Action....Please enlighten me,, |
There's two major category terms for errors, particularly as applied in aviation. Comission and omission. The CRJ flameout is essentially a comission error. The KLEX CRJ was omission. Of course, neither category is completely immune from experience levels. Although "messin around" seems to be more common to less experienced, or rather more succinctly, less mature individuals. (Sure, there's some exceptions to comission errors - anyone remember the infamous "Detroit diver" 727?)
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