GoJet CR7 engine failure out of JFK-RDU
10-09-2016 | 07:41 AM
#11
Prime Minister/Moderator
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From: Engines Turn or People Swim
Airports and TRACON's want to fuel in pounds to inform the firefighters how big of a mess they might be dealing with.
Center might be more concerned with how long you can keep flying.
An engine failure declaration will get you promoted to emergency status whether you wanted to be or not, no real need to waste your breath unless you sense confusion on the part of ATC.
Unless it's broad daylight CAVU an ILS would be far preferable to a non-prec approach in this sort of situation...no need to increase work-load and maybe have to do level-offs and descents in a configuration you're not accustomed to.
I can't fault the crew in any way.
Center might be more concerned with how long you can keep flying.
An engine failure declaration will get you promoted to emergency status whether you wanted to be or not, no real need to waste your breath unless you sense confusion on the part of ATC.
Unless it's broad daylight CAVU an ILS would be far preferable to a non-prec approach in this sort of situation...no need to increase work-load and maybe have to do level-offs and descents in a configuration you're not accustomed to.
I can't fault the crew in any way.
10-09-2016 | 10:15 AM
#13
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From: Engines Turn or People Swim
Better to do a coupled ILS in this situation.
10-09-2016 | 10:33 AM
#14
Gets Weekends Off
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From: Left
Not on the CRJ. You can setup an advisory GS, but it's not precise or regulatory and cannot be coupled. The best you can do is calculate the vertical rate from the FAF, set that in VS at the marker, and hope it works out. It usually does, if your math is right, the winds are as expected, and you're very precise as to when/how you initiate the descent. High workload.
Better to do a coupled ILS in this situation.
Better to do a coupled ILS in this situation.
10-09-2016 | 10:36 AM
#15
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From: Engines Turn or People Swim
10-09-2016 | 07:48 PM
#17
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It's pretty crazy I used to instruct students how to shoot LPV approaches in a 172 with no autopilot, but the technology in the transport category airplane I'm typed in is far behind what a G1000 can do. We can do LNAV/VNAV, but in almost all instances, these are higher minimums than WAAS capable aircraft. I know JetBlue and Delta are able to shoot RNP approaches in lieu of the VOR 13L/R into Kennedy, but I'm not familiar what the differences between the approaches are.
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