This is not a ‘stupid’ procedure, but by your post shows you have little knowledge and or respect for the type of supercritical wing used on the jets some of us fly. That these jets suffer greatly from an increased coefficient of drag (and a much decreased coefficient of lift), if hoarfrost or other contamination is present for takeoff. CRJ models without slats have caused fatal icing takeoff accidents, as have also occurred in the Yak 40, Citation, Falcon, etc.

The main problem lies within in the flight director, which commands 15 degrees nose up (average) for most flap and temperature/pressure conditions.

These new procedures cover the dangerous scenario where a pilot boards his plane under a clear blue sky, not noticing that the overnight temperatures and a super-cold fuel load have coated his wings with a dangerously uniform and transparent coating of invisible frost. Time and again it's been proved that a light coating of contamination can be missed or disregarded as inconsequential.

This scenario is apparently what happened to a Challenger 604 crew at Birmingham UK and a CRJ200LR crew at Baotou China. The Challenger 850 crew in Moscow (Vnukovo Airport) on Feb. 13 and the CL604 at Montrose appear to have been victims of an excessive hold-over time and snow-showers.

We are talking about a deadly contamination stall upon takeoff. Why? Because the CRJ 100/200 can easily be rotated into a wing-stalled condition (before the stall protection system can react) where wing drop (aka "roll-off") is highly likely and any attempt to "pick up" a stalled wing with aileron just compounds that wing drop.

That is what happened in the Fokker 100 accident at Skopje.

That stall occurred at an angle of attack between 10 degrees and 11 degrees and was preceded by heavy buffet just before the stall. The stall itself is characterized by a sharp roll-off, followed by severe wing rock. The crew of the (not de-iced) accident aircraft concentrated on controlling the wing rock, but at the same time kept pitching up towards the FD cue above the current pitch angle of 10-12 degrees. Each time they pitched up towards the FD, the aircraft stalled again.

So, remove the flight director until they fix the thing – you don’t need it to fly anyway. Initially pitch to 10, pause, then pitch to maintain proper airspeed and angle of attack during further pitch toward 15/18 degrees.

 

I thought the 10deg thing was just because of the FLAP AD.

 

Here is your reason:


DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2008-0408; Directorate Identifier 2008-NM-068-AD;
Amendment 39-15458; AD 2008-08-06]
RIN 2120-AA64


Airworthiness Directives; Bombardier Model CL-600-1A11 (CL-600),
CL-600-2A12 (CL-601), CL-600-2B16 (CL-601-3A, CL-601-3R, & CL-604
(Including CL-605 Marketing Variant)) Airplanes, and Model CL-600-2B19
(Regional Jet Series 100 & 440) Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).

ACTION: Final rule; request for comments.

-----------------------------------------------------------------------

SUMMARY: The FAA is superseding an existing airworthiness directive
(AD) that applies to all Bombardier Model CL-600-2B19 (Regional Jet
Series 100 & 440) airplanes and Model CL-600-1A11 (CL-600), CL-600-2A12
(CL-601), and CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604) series
airplanes. The existing AD currently requires revising the airplane
flight manuals (AFMs) to include a new cold weather operations
limitation. This AD requires revising the AFMs to modify the cold
weather operations limitation and include additional limitations and
procedures. 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.

DATES: This AD becomes effective April 21, 2008.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of April 21,
2008.
On February 22, 2005 (70 FR 8025, February 17, 2005), the Director
of the Federal Register approved the incorporation by reference of
certain other publications.
We must receive any comments on this AD by May 14, 2008.

ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to http://
www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For service information identified in this AD, contact Bombardier,
Inc., Canadair, Aerospace Group, P.O. Box 6087, Station Centre-ville,
Montreal, Quebec H3C 3G9, Canada.

Examining the AD Docket

You may examine the AD docket on the Internet at http://
www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this AD, the regulatory evaluation,
any comments received, and other information. The street address for
the Docket Office (telephone 800-647-5527) is in the ADDRESSES section.
Comments will be available in the AD docket shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Bruce Valentine, Aerospace Engineer,
Systems and Flight Test Branch, ANE-172, FAA, New York Aircraft
Certification Office, 1600 Stewart Avenue, Suite 410, Westbury, New
York 11590; telephone (516) 228-7328; fax (516) 794-5531.

SUPPLEMENTARY INFORMATION:

Discussion

On February 10, 2005, the FAA issued AD 2005-04-07, amendment 39-
13979 (70 FR 8025, February 17, 2005). That AD applies to all
Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes
and Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601), and CL-600-2B16
(CL-601-3A, CL-601-3R, and CL-604) series airplanes. That AD requires
revising the airplane flight manuals to include a new cold weather
operations limitation. That AD resulted from a report that even small
amounts of frost, ice, snow, or slush on the wing leading edges or
forward upper wing surfaces can cause an adverse change in the stall
speeds, stall characteristics, and the protection provided by the stall
protection system. 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.

Actions Since AD Was Issued

Since we issued that AD, Transport Canada Civil Aviation (TCCA)
informed us that there were three incidents in which Model CL-600-2B19
and CL-600-2B16 airplanes experienced uncommanded roll during take-off.
TCCA advises that it is necessary to further revise the AFM limitations
and procedures for cold weather or icing conditions.

Relevant Service Information

Bombardier has issued the temporary revisions (TRs) listed in the
following table. The temporary revisions describe limitations that
include tactile inspections for ice during certain weather conditions.
The temporary revisions also describe limitations and procedures for
use of wing and cowl anti-ice during certain taxiing or take-off
conditions, and revised take-off limitations to reduce high-pitch
attitudes during rotation. TCCA mandated the service information and
issued Canadian emergency airworthiness directives CF-2008-15, dated
March 7, 2008, and CF-2008-16, dated March 10, 2008, to ensure the
continued airworthiness of these airplanes in Canada.

 

I happen to notice in all the pictures of the CRJ200 flightdecks that the CDU is located only on the capt side..is it a P.I.T.A to operate it from the F.O side???? And is the CDU located only on the capt side of all CRJ models???

 

Yes

Unless they have dual ones, which most in the US do not.

 

That's one of the biggest failures in logic I've seen in a while. I don't understand how you can say this, only to contradict yourself by saying this:

The procedure I called stupid is to manually adjust the flight director to 10 degrees on the ground. You advocate not using it until the FD is fixed. What's the problem?

BTW: Despite the screen name, I now fly the CRJ-200 and am well aware of the supercritical wing. I am well aware of the importance of proper rotation technique and not over-rotating. I'd be perfectly happy to take off without the FD, instead of playing with that stupid thumbwheel.

 

This is as clear-cut a definition of why flying ' 100 % profile ' will eventually end up getting you killed. SOME out there, upon being berated in training in your first airline INDOC, will do whatever the FD says and not just fly the airplane. Thank god there's two of us up there

 

Comair used to takeoff with no FD years ago. It wasn't put on until 400' AGL. Did they change this since then?

 

Yeah, they had it for a while.

Just a note, this only affects the 100/200 series. The 700 & 900 has the new dynamic flight director, and can be used for takeoff. Also, there isn't the F/O takeoff limitation on them either.

 

I stand corrected. I was mistaken in that I understood it was you to having said 'removing the flight director for takeoff' is a stupid procedure. And yes, I agree with you. Thumbing the pitch mode on the FD to compensate for faulty FD logic is, well, faulty.