Type 4 on the upper fusalege of the CRJ...
03-02-2015, 08:20 AM
#52
Gets Weekends Off
Joined APC: Sep 2009
Posts: 2,231
Originally Posted by pagey
Sigh......
It would be nice if the FAA employed PILOTS instead of lawyers.
The CRJ has been around in some variant since the early-mid 90s. NOW we need type 4 on the ENTIRE fuselage? 20 years later?
Common sense would be a welcome change.
Edit: As a side note as annoying as this is, the complaining here is at a savage level....This isn't that complicated of a procedure. Bleeds off, packs off, ram air open....done. The after takeoff doesn't have much more to do than if you took off normally with the APU running. You are actually pressing less buttons.
It would be nice if the FAA employed PILOTS instead of lawyers.
The CRJ has been around in some variant since the early-mid 90s. NOW we need type 4 on the ENTIRE fuselage? 20 years later?
Common sense would be a welcome change.
Edit: As a side note as annoying as this is, the complaining here is at a savage level....This isn't that complicated of a procedure. Bleeds off, packs off, ram air open....done. The after takeoff doesn't have much more to do than if you took off normally with the APU running. You are actually pressing less buttons.
See you screwed it up, forgot to set field elevation to 3000' above T/O elevation, and then reset it to landing elevation afterwards
03-02-2015, 09:04 AM
#53
Gets Weekends Off
Joined APC: Jan 2008
Position: CL-65 captain
Posts: 2,244
Originally Posted by Utah
So a bunch of Type IV going into the Ram Air Vent is not going to be a problem?
Type IV is not cheap either.
Type IV is not cheap either.
03-02-2015, 09:05 AM
#54
Gets Weekends Off
Joined APC: Jan 2008
Position: CL-65 captain
Posts: 2,244
Originally Posted by Bassman1985
Holy crap, who designed that POS? This isn't a DC-9 from the 60s we're talking about, even the Saab from the early 80s made more sense. This reads like a procedure from the good old days when you had the plumber sitting behind you.
03-02-2015, 10:07 AM
#55
Gets Weekends Off
Joined APC: Jul 2008
Position: Left
Posts: 1,809
Originally Posted by trip
See you screwed it up, forgot to set field elevation to 3000' above T/O elevation, and then reset it to landing elevation afterwards
03-02-2015, 11:06 AM
#56
Gets Weekends Off
Joined APC: Jul 2008
Posts: 854
Originally Posted by mooney
and to think, with as crappy as it is in winter ops, it was made in Canada
03-02-2015, 11:34 AM
#58
Line Holder
Joined APC: May 2014
Posts: 79
Right from the QRH:
Before Take-off
1.) PRES CONT switch - AUTO
2.) EMER DEPRESS switch - ON
3.) L and R PACK switches - OFF
4.) 10TH STAGE, ISOL - CLOSED
5,) 10TH STAGE L and R BLEED AIR - CLOSED
6.) RAM AIR switch - OPEN
---END---
At a safe altitude, preferably between 1500 and 3000 feet above field elevation:
After Take-off
1.) RAM AIR switch - CLOSED
2.) 10TH STAGE, L and R BLEED AIR - OPEN
3.) L and R PACK switches - ON
4.) EMER DEPRESS - OFF
Note:
If an engine failure occurs, delay turning on the bleeds until after obstacle clearance is assured.
---END---
Don't forget to confirm those guarded switches with the PF, don't forget the after takeoff check, don't forget to contact departure, etc...
Like I said earlier, sure, it can be done, but for this to be the new "norm" is just ridiculous.
I'm glad this has been rescinded - for now. It is my understanding that the FAA isn't backing down, and certain operators are just telling their pilots not to do it, which would seem to put those pilots in a precarious position.
Before Take-off
1.) PRES CONT switch - AUTO
2.) EMER DEPRESS switch - ON
3.) L and R PACK switches - OFF
4.) 10TH STAGE, ISOL - CLOSED
5,) 10TH STAGE L and R BLEED AIR - CLOSED
6.) RAM AIR switch - OPEN
---END---
At a safe altitude, preferably between 1500 and 3000 feet above field elevation:
After Take-off
1.) RAM AIR switch - CLOSED
2.) 10TH STAGE, L and R BLEED AIR - OPEN
3.) L and R PACK switches - ON
4.) EMER DEPRESS - OFF
Note:
If an engine failure occurs, delay turning on the bleeds until after obstacle clearance is assured.
---END---
Don't forget to confirm those guarded switches with the PF, don't forget the after takeoff check, don't forget to contact departure, etc...
Like I said earlier, sure, it can be done, but for this to be the new "norm" is just ridiculous.
I'm glad this has been rescinded - for now. It is my understanding that the FAA isn't backing down, and certain operators are just telling their pilots not to do it, which would seem to put those pilots in a precarious position.
03-02-2015, 11:44 AM
#59
Gets Weekends Off
Joined APC: Jul 2008
Position: Left
Posts: 1,809
Originally Posted by GravyRobber
Right from the QRH:
Before Take-off
1.) PRES CONT switch - AUTO
2.) EMER DEPRESS switch - ON
3.) L and R PACK switches - OFF
4.) 10TH STAGE, ISOL - CLOSED
5,) 10TH STAGE L and R BLEED AIR - CLOSED
6.) RAM AIR switch - OPEN
---END---
At a safe altitude, preferably between 1500 and 3000 feet above field elevation:
After Take-off
1.) RAM AIR switch - CLOSED
2.) 10TH STAGE, L and R BLEED AIR - OPEN
3.) L and R PACK switches - ON
4.) EMER DEPRESS - OFF
Note:
If an engine failure occurs, delay turning on the bleeds until after obstacle clearance is assured.
---END---
Don't forget to confirm those guarded switches with the PF, don't forget the after takeoff check, don't forget to contact departure, etc...
Like I said earlier, sure, it can be done, but for this to be the new "norm" is just ridiculous.
I'm glad this has been rescinded - for now. It is my understanding that the FAA isn't backing down, and certain operators are just telling their pilots not to do it, which would seem to put those pilots in a precarious position.
Before Take-off
1.) PRES CONT switch - AUTO
2.) EMER DEPRESS switch - ON
3.) L and R PACK switches - OFF
4.) 10TH STAGE, ISOL - CLOSED
5,) 10TH STAGE L and R BLEED AIR - CLOSED
6.) RAM AIR switch - OPEN
---END---
At a safe altitude, preferably between 1500 and 3000 feet above field elevation:
After Take-off
1.) RAM AIR switch - CLOSED
2.) 10TH STAGE, L and R BLEED AIR - OPEN
3.) L and R PACK switches - ON
4.) EMER DEPRESS - OFF
Note:
If an engine failure occurs, delay turning on the bleeds until after obstacle clearance is assured.
---END---
Don't forget to confirm those guarded switches with the PF, don't forget the after takeoff check, don't forget to contact departure, etc...
Like I said earlier, sure, it can be done, but for this to be the new "norm" is just ridiculous.
I'm glad this has been rescinded - for now. It is my understanding that the FAA isn't backing down, and certain operators are just telling their pilots not to do it, which would seem to put those pilots in a precarious position.
That being said you are still pressing the same amount of buttons as you would during a normal after takeoff check, albeit in different spots. I don't see that it's a big deal.
Why would you "forget" an after TO check? Or to contact departure? I think this is being blown out of proportion.
03-02-2015, 11:50 AM
#60
Banned
Joined APC: Dec 2007
Position: EMB 145 CPT
Posts: 2,934
Originally Posted by GravyRobber
Right from the QRH:
Before Take-off
1.) PRES CONT switch - AUTO
2.) EMER DEPRESS switch - ON
3.) L and R PACK switches - OFF
4.) 10TH STAGE, ISOL - CLOSED
5,) 10TH STAGE L and R BLEED AIR - CLOSED
6.) RAM AIR switch - OPEN
---END---
At a safe altitude, preferably between 1500 and 3000 feet above field elevation:
After Take-off
1.) RAM AIR switch - CLOSED
2.) 10TH STAGE, L and R BLEED AIR - OPEN
3.) L and R PACK switches - ON
4.) EMER DEPRESS - OFF
Note:
If an engine failure occurs, delay turning on the bleeds until after obstacle clearance is assured.
---END---
Don't forget to confirm those guarded switches with the PF, don't forget the after takeoff check, don't forget to contact departure, etc...
Like I said earlier, sure, it can be done, but for this to be the new "norm" is just ridiculous.
I'm glad this has been rescinded - for now. It is my understanding that the FAA isn't backing down, and certain operators are just telling their pilots not to do it, which would seem to put those pilots in a precarious position.
Before Take-off
1.) PRES CONT switch - AUTO
2.) EMER DEPRESS switch - ON
3.) L and R PACK switches - OFF
4.) 10TH STAGE, ISOL - CLOSED
5,) 10TH STAGE L and R BLEED AIR - CLOSED
6.) RAM AIR switch - OPEN
---END---
At a safe altitude, preferably between 1500 and 3000 feet above field elevation:
After Take-off
1.) RAM AIR switch - CLOSED
2.) 10TH STAGE, L and R BLEED AIR - OPEN
3.) L and R PACK switches - ON
4.) EMER DEPRESS - OFF
Note:
If an engine failure occurs, delay turning on the bleeds until after obstacle clearance is assured.
---END---
Don't forget to confirm those guarded switches with the PF, don't forget the after takeoff check, don't forget to contact departure, etc...
Like I said earlier, sure, it can be done, but for this to be the new "norm" is just ridiculous.
I'm glad this has been rescinded - for now. It is my understanding that the FAA isn't backing down, and certain operators are just telling their pilots not to do it, which would seem to put those pilots in a precarious position.
That's what an ASAP is for. Especially if management has published this and then telling you not to do it.
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