Ual 4933
03-10-2019 | 06:03 PM
#161
Banned
Joined: Jul 2018
Posts: 873
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If you can’t learn from the mistakes of the past you are doomed to repeat them.
I’m not sure if this accident counts as a “runway excursion” as they don’t seem to have touched the runway, but there have been quite a number of runway excursions over the last few years. They don’t seem to get the national publicity as to date the last fatality was the SWA over run at MDW, but if we keep this up there may well be another.
This is a really easy job. Until it isn’t.
I’m not sure if this accident counts as a “runway excursion” as they don’t seem to have touched the runway, but there have been quite a number of runway excursions over the last few years. They don’t seem to get the national publicity as to date the last fatality was the SWA over run at MDW, but if we keep this up there may well be another.
This is a really easy job. Until it isn’t.
03-11-2019 | 05:22 AM
#162
Gets Weekends Off
Joined: Oct 2018
Posts: 564
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Full scale deflection of a CDI all the way to its maximum range should only be AT MAXIMUM three degrees to the right or left of centerline. At the reported half mile visibility this aircraft should have been AT MOST 136 feet off the centerline. At the MDA for a localizer approach at PQI being 70 feet to either side of the centerline of the 150 foot wide runway ought to have given a full scale needle deflection.
If anyone is seriously saying that they ROUTINELY experience a lateral deviation of 100 feet at the mins they are either full scale deviation and ought to be going around or they are flying an aircraft that has instrumentation that is seriously out of tolerances and needs to be written up.
If anyone is seriously saying that they ROUTINELY experience a lateral deviation of 100 feet at the mins they are either full scale deviation and ought to be going around or they are flying an aircraft that has instrumentation that is seriously out of tolerances and needs to be written up.
03-11-2019 | 06:19 AM
#163
Line Holder
Joined: Sep 2008
Posts: 1,906
Likes: 5
From: B767
Having flown the CRJ as an FO and CA for several years, what are you taking about? It would act a bit flakey on the LOC sometimes, but I never had a false GS capture, nor have I ever heard of this on the CRJ.
03-11-2019 | 07:44 AM
#164
Gets Weekends Off
Joined: Nov 2014
Posts: 558
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I think he meant false capture on the LOC. To clarify, I’ve never seen a false capture on a full ILS in the 145. Generally speaking, the 145 AP does a good job when holding both the LOC and the GS. If you’re seeing more than 1/2 dot deviation inside 500 ft while coupled to AP, then there’s a problem and a GA should be initiated. Like I said, this wouldn’t have anything to do with actually putting the airplane down the in the snow. The TD zone needs to be indentified before landing.
03-11-2019 | 09:13 AM
#166
Layover Master
Joined: Jan 2013
Posts: 4,375
Likes: 9
From: Seated
Just because it hasn’t happened to you doesn’t mean it hasn’t happened.
03-11-2019 | 09:35 AM
#168
Layover Master
Joined: Jan 2013
Posts: 4,375
Likes: 9
From: Seated
03-11-2019 | 09:50 AM
#169
Gets Weekends Off
Joined: Dec 2013
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With that said wether IMC or VMC your situational awareness should let you know if your aircraft is turning the wrong direction.
03-11-2019 | 10:09 AM
#170
Gets Weekends Off
Joined: Jul 2017
Posts: 4,083
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From: CRJ9 CA
And many of us have flown into as or more challenging airports in worse conditions. I am not judging but, they weren’t anywhere close to a runway.
If the runway was that bad there is a great alternate 100 miles or so to the south, Bangor, ME. Time to use that command decision as the CA and do what’s safe.
If the runway was that bad there is a great alternate 100 miles or so to the south, Bangor, ME. Time to use that command decision as the CA and do what’s safe.
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