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3WE
3WE
Senior Member
Last Activity: 2020-07-09, 18:31
Joined: 2008-01-18
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  • 3WE
    replied to The United debarcle
    I think it's actually more complex......
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  • I am Not_Gabe.

    I suspect something broke.

    Upon impact many things broke.

    Given no CVR and 400 channel FDR, I’m afraid it may not be possible to sort out what broke when....
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  • I'm thinking there are some rules...Maybe not written rules (Sorry Evan), and maybe rules of thumb...Descending or climbing at 500 fpm will probably get you yelled at. (Except in the light plane world, I was told to do "everything" at 500 fpm and that it was 'expected'- FWIW, that's a good value for FDNH cruise climb AND a good descent rate for 'gentle' ear clearing...fundamental common sense to apply if it's hot and you are high (and other times).

    The ole United on-board audio was fun- Two similar instances. Center told us "Descend at your discretion"....I feel nothing...several minutes later, the verbiage is "Descend and Maintain"...On another occasion, we were gradually working down on downwind at Flyover..."What's your altitude"...."7300"....."I need you at 6000 feet....I have opposite direction traffic at 7000"....One thousand one....thump, there's the spoilers and the engines spool back further...a minute later...."United...
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  • Not exactly...

    You act as a mediocre pilot, unable to land a job with the majors...thus you build more and more hours (maybe even some numbers that you cited) and build seniority at the regional and get promoted based on those merits, and become a not-so great captain and no-so-great influence to junior pilots.

    (Remember we are quoting ITS, not the AIM/whatever.)

    Can we find relevance from any pilot friends here who maybe followed a slightly different pathway?

    So when you hit those hours you mention, that means people don't screw up any more?...
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  • Do you remember how to become an RJ captain? ITS described it some years ago.

    PS: Did I ever tell you that I like to watch airspeed and give a lot of thought and attention when pulling up?...
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  • By the way, while they did stall this aeroplanie, they did not stall it all the way from 34,000 feet to the ground...

    I blame it on the fact that this is again, one of those almost-impossible-to-crash RJs (flown by what might not be the best pilots ever)..
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  • I'm sorry, I didn't know that the forum required that I list every screw up I could find as well as what they did right. Should I copy/paste the AvHerald link. I don't know you well, but I've made way too many posts over WAY TOO MANY YEARS (along with Gabriel) that you really shouldn't ever inadvertently stall a plane and that you ought to "constantly" monitor airspeed and a bunch of other stuff. When you don't, sometimes you run a 777 into a sea wall on a beautiful afternoon. Sometimes you stall an A-300 and descend 35,000+ feet while "pulling up the whole time". Sometimes you are distracted and descend into a swamp, sometimes you fail to advance perfectly working power levers and hit the ground. Yeah, they messed up a lot of stuff...they also amassed several thousand hours between them not_crashing an airliner, took off and arrived at 35,000 feet without ATC giving them a phone number to call...

    It's mind boggling. How do YOU explain stuff like...
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  • Yes, I read it...some guy with a lot of hours was locked on a 1000 fpm climb and he and his copilot let the plane stall while he programmed arrival stuff...he WAS going to trim down when the stall warning kicked in...then, the concept of managing attitude seemed to escape him...

    Several logic defying things happened, including a high hour, highly trained dude, familiar with four one oh behavior doing his own variation of it...

    One key difference- The four one oh bunch was monitoring speed and attitude and requesting a descent...following SOME basic rules...

    Is that rationalizing, too?...
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