SKW 200s restricted to 280 and 900s to 350
06-27-2015 | 10:23 AM
#91
Doing One Pilot's Job
Joined: Sep 2005
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Climb in VS with too slow and/or decreasing airspeed, then level at too high of an altitude where the airplane is pushing air and continues to bleed airspeed even after level-off?
I'm not and never have been a SKW pilot so I cannot comment on your procedures, but as an outsider it would seem like a combination of 1. pilots not paying damn attention and 2. too slow climb and/or cruise CI speeds - is that accurate?
For everything the CRJ is and isn't, it does just fine at altitude if you keep speed on the wing...
06-27-2015 | 10:37 AM
#92
Gets Weekends Off
Joined: Feb 2007
Posts: 3,045
Likes: 1
From: FO
The most disturbing thing to me about this new policy is the fact that there is a list of the inattentives and that the FAA and OCC will be strictly monitoring. Those two things go against everything that is supposed to be a just culture, which enhances safety. Anything that is even perceived to be less than a just culture increases risk.
06-27-2015 | 12:19 PM
#93
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Joined: Jul 2013
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How does that even happen?
Climb in VS with too slow and/or decreasing airspeed, then level at too high of an altitude where the airplane is pushing air and continues to bleed airspeed even after level-off?
I'm not and never have been a SKW pilot so I cannot comment on your procedures, but as an outsider it would seem like a combination of 1. pilots not paying damn attention and 2. too slow climb and/or cruise CI speeds - is that accurate?
For everything the CRJ is and isn't, it does just fine at altitude if you keep speed on the wing...
Climb in VS with too slow and/or decreasing airspeed, then level at too high of an altitude where the airplane is pushing air and continues to bleed airspeed even after level-off?
I'm not and never have been a SKW pilot so I cannot comment on your procedures, but as an outsider it would seem like a combination of 1. pilots not paying damn attention and 2. too slow climb and/or cruise CI speeds - is that accurate?
For everything the CRJ is and isn't, it does just fine at altitude if you keep speed on the wing...
06-27-2015 | 12:45 PM
#94
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Joined: Jan 2015
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06-27-2015 | 07:48 PM
#95
Banned
Joined: Dec 2007
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From: EMB 145 CPT
I took it to read as they are going to make sure people are complying with the altitude restrictions. That can be done pretty much by anyone with an internet connection. I know dispatchers have access to this information in real-time. It won't be hard for them to see if people are not complying with the new restrictions. No FOQA, ASAP or LOSA data required.
I would agree if they do that with every other procedural change. If it's not something that your occ and FAA do then it's definitely a threat. The fact that dispatchers can easily see this and that any FAA inspector with Internet can also see it shows that it doesn't need to be said. And what about having to use emergency authority in order to go above that operational limitation? Some pilots are reluctant to declare an emergency, this may cause some not to do what's safest in order to avoid the possible perception that he is doing something he isn't supposed to. Also, someone said a list was published. That's also punitive. It's all just a very very bad practice from a risk management perspective.
06-28-2015 | 04:32 AM
#96
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Joined: Sep 2014
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From: fifi whisperer
I just wanted to add, that I have flown the CRJ at two different operators and these operators didn't have any issue. Not sure why Skywest is having problems, but it should be embarrassing that Gojet can safely take a CRJ-700 to 410 (in the right circumstances and conditions) while you guys cannot.
What's next, mandatory autopilot usage?
What's next, mandatory autopilot usage?
06-28-2015 | 04:38 AM
#97
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Joined: Jul 2013
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I would agree if they do that with every other procedural change. If it's not something that your occ and FAA do then it's definitely a threat. The fact that dispatchers can easily see this and that any FAA inspector with Internet can also see it shows that it doesn't need to be said. And what about having to use emergency authority in order to go above that operational limitation? Some pilots are reluctant to declare an emergency, this may cause some not to do what's safest in order to avoid the possible perception that he is doing something he isn't supposed to. Also, someone said a list was published. That's also punitive. It's all just a very very bad practice from a risk management perspective.
06-28-2015 | 05:21 AM
#98
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Joined: May 2012
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From: OO RJ FO
I just wanted to add, that I have flown the CRJ at two different operators and these operators didn't have any issue. Not sure why Skywest is having problems, but it should be embarrassing that Gojet can safely take a CRJ-700 to 410 (in the right circumstances and conditions) while you guys cannot.
What's next, mandatory autopilot usage?
What's next, mandatory autopilot usage?
06-28-2015 | 06:01 AM
#99
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Joined: Sep 2014
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From: fifi whisperer
that's a fair point. However, the events weren't bad enough to put an altitude limitation on the CRJ.
06-28-2015 | 06:06 AM
#100
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Joined: Dec 2011
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You assume way too much. Dispatchers plan the flight within the legalities, what you do with it after you push off the gate is all you. If you want to fly through all those thunderstorms the dispatcher routed you around, that's your prerogative. Wanna take it up to FL410 when you were planned at FL280, alrighty then. No one's here to play snitch.
