Not me, and I fly the 737.
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The SHOW: Airlines still a "good gig"??
- Thread starter A4sForever
- Start date
The 1500 hour rule came because of the Colgan stall/crash but it wouldn’t have prevented it. The captain and first officer had more than 1500 hours. The plane had a stick shaker and a stick pusher to help avoid stalls, but the captain inexplicably pulled back and the first officer inexplicably raised the flaps.
Stuff that has been implemented since then that probably would have helped is better stall training in simulators, and FAR117 rest rules.
They are talking about a possible malfunction in this system. If that is so, then you wouldn't have to be near stall for it to wake up and give you one hell of a surprise. But HAL is right about high cruise. You can find yourself glued to the speed tape in some conditions. I don't make it a habit to fly that high. If I can put on more gas and avoid the radiation, mountain wave over speeds and turbulence induced under speed I will. Only time I worry about saving gas is when I am looking at holding. Not when accepting a cruise altitude.
Wink, you fly overland with plenty of fields to get gas.
Sometimes my choice is to fly low or high because of other traffic or weather. I don’t alway have the gas to fly low and there aren’t any pit stops mid ocean.
But for the most part, I agree with you. I try and give myself a little more breathing room.
Sometimes my choice is to fly low or high because of other traffic or weather. I don’t alway have the gas to fly low and there aren’t any pit stops mid ocean.
But for the most part, I agree with you. I try and give myself a little more breathing room.
True enough. That is one very good reason I don't fly international. Can. Have the seniority. But don't. Just me.
Is that your island tan or have you been flying too much at altitude this month?
Does Hawaiian have SOP regarding how narrow the window can be before you hit the Q corner? To my rotorhead mind, a 20 knot window seems awfully small.
HAL will answer better, but it’s not an issue if it’s smooth.
Not an issue if it’s smooth.
No procedure. Max altitude is determined by what the magic box says. It gives you a 1.2g buffer and is supposed to be good for moderate turbulence. There is also a severe turbulence max altitude chart.
Most of us don’t go to max altitude in anything greater than light turbulence.
No procedure. Max altitude is determined by what the magic box says. It gives you a 1.2g buffer and is supposed to be good for moderate turbulence. There is also a severe turbulence max altitude chart.
Most of us don’t go to max altitude in anything greater than light turbulence.
So who let’s the sun light in? Over water at altitude windows are way overrated....Is that your island tan or have you been flying too much at altitude this month?
I wasn't even thinking about high speed stalls but that all makes sense. Being that close to a low alt stall like the Colgan crash is what I was really surprised by.
This is stuff I will have to worry about in the civilian world soon enough but for now I am used to being able to fix it either with my left hand and some afterburner or just pointing my nose at the ground to get some airspeed.
The pointing the nose still works (provided you have altitude). The problem is that was not always the procedure. Until the Colgan, the FAA wanted us to power out of the stall and ATP standards were a loss of min alt. Now it’s more like we all learned in flight school. Break the AOA and recover. Also before the Colgan we never trained Unusual Attitudes. We do now. This year’s recurrent training (FAA mandated, not sure about implementation date, but at FedEx) we are training high alt stalls.
A300/310, which FedEx flies doesn’t have side sticks.. I forgot to mention Air France as another reason for training. And I forgot the slide show but apparently there have been quite a few (recently) but they didn’t end in disaster.
Heard of two high altitude stalls on the CRJ front in recent years, apparently with one resulting in a dual engine flameout to a single engine relight with pax onboard.