The sky is falling at 9E

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03-31-2012 | 05:51 AM

#71

mooney

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From: CL-65 captain

Quote:

Originally Posted by mooney

Even without the isis if you loose all 3 airspeed indicators by some act of God inflight just go flaps 45 on the approach 63 ish % N1 and you'll be within about 5 kts of ref 99% of the time on a 3 degree slope in the -200. Add 1% N1 for every 100 lbs of flight attendant weight.

Quote:

Originally Posted by dogpilot

You do 63ish in den on a hot day you will stall that bad boy especially if your heavy

hence the 99% and not always :roll eyes:

03-31-2012 | 06:34 AM

#72

ShyGuy

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A "sky is falling at 9E" thread that wasn't started by me! What's this world come to?

03-31-2012 | 07:36 AM

#73

CrakPipeOvrheat

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Quote:

Originally Posted by CrakPipeOvrheat

I had a non-fly acting as CA not call an abort when I said, "my airspeed indicator is not working." I said, "are we going to abort?" He said, "I don't know, are we?" I said, "yes, abort!!!!!". The instructor told me to calm down and relax. Explain this BS.

was it a beautiful VFR day close to v1? Expect training procedures in the near future concerning RTO's. Way too many, 9e leads the industry. Stuff like aborts at v1 on contaminated runways for anti skid inop caution or a Gen 1 caution on a clear blue day etc.

Not tryin to bust your balls, since it has been trained that generally we have aborted in the sim for a/s indicator, but expect change like I said so that we aren't so trigger happy to abort. Maybe your non fly thought it was safer to take it into the air rather than abort. What was the wx? you have 2 others. I've had a handful of FO's tell me to abort for a meaningless master warning or master caution. they look at me like a deer in headlights when I continue, until I explain to them why we continued and you see the light bulb go off in their head.

p.s. If I were you I would have not called abort and then the CA would have to shoot the approach for your PC

It was IFR summertime simulator conditions in MEM. It was not close to V1. It was at the 80 knot call out. The checkride continued this way, with the non-fly being non standard. I was so nervous and paranoid because of it I eventually failed for something minor but legitimate. It was a new hire checkride. I wanted to walk away after the abort thing and not do the ride with those 2 instructors but felt I couldn't because I was new. I don't think he thought it was safer to bring it into the air. He would have said "continuing".

03-31-2012 | 08:10 AM

#74

Mesabah

:-)

Joined: Feb 2007

Posts: 7,339

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Giving guys an engine failure after the transfer of controls on a CAT II at 10ft and forcing a single engine go around on a check ride is cruel. This is where all the failed check rides due to crashes are coming from.

03-31-2012 | 08:19 AM

#75

George Dubya

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From: Saab

here we go

2 Qs being parked tonight !!!

03-31-2012 | 08:23 AM

#76

B200 Hawk

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Quote:

Originally Posted by George Dubya

2 Qs being parked tonight !!!

Lies, prove it

03-31-2012 | 08:31 AM

#77

Jamers

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From: A320 FO

Quote:

Originally Posted by George Dubya

2 Qs being parked tonight !!!

The white tails?

03-31-2012 | 09:15 AM

#78

Silver02ex

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Quote:

Originally Posted by Mesabah

If I'm reading this right, the engine failure comes right after the go-around is started. I'v seen this many times on a Type Ride and my FO PC. I didn't think there was an issue.