Crash Narrowly Averted at LAX (again...)

[MRYFLYER]

Right on!

A senior captain from my airline left A320 International flying for a Gulfstream PIC job.

It would surprise most of the 'regional' pilots how many major airline PIC/SICs leave those jobs for corporate gigs.

Bunny

Teterboro has had several crashes recently. One was Gulfstream that wound up off the runway on landing by inadvertantly activating the A/T during the approach. The Challenger at TEB was also a significant event and don't forget the Ebersol crash. The trend in Corporate aviation is spiking and that has been proven by several studies. Even AIN had a report on this last year. The NBAA is even looking at the stats. Perhaps it is CRM or the wink and a nod training that is given at FSI or some of the other training centers.

As for how difficult it is to get a corporate job. Most of the lifers I know in long term corporate jobs had previous issues that kept them there. Put that guy with the kid that is willing to polish the plane just to fly a bizjet and CRM is gone out the window.

Why would the Legacy crew not notice the TXP not working. Does it not give an EICAS message if not working in flight or some other type of advisory? All the airplanes I have flown with glass and TCAS have had such systems.

 

[miles otoole]

Wasn't the LEX CMR F/O a furloughed airline guy?

 

[PositionandHold]

What's rotation speed for an RJ? They said it was near 115mph when it braked (instead of pulling up). Just curious what the rot. speed is.

I sure as hell wouldn't want to be whoever was flying the Gulfstream

 

[ohplease!]

What's rotation speed for an RJ? They said it was near 115mph when it braked (instead of pulling up). Just curious what the rot. speed is.

I sure as hell wouldn't want to be whoever was flying the Gulfstream

about 140ish for a crj200

 

[SkyBoy1981]

As for how difficult it is to get a corporate job. Most of the lifers I know in long term corporate jobs had previous issues that kept them there. Put that guy with the kid that is willing to polish the plane just to fly a bizjet and CRM is gone out the window.

While this may be the case with a few outfits, I respectfully have to disagree that this is the norm in corporate aviation....especially when it comes to Gulfstream jobs.

 

[Lazy8]

Great job to the SkyWest pilots!

 

[Newpilot2b]

Take that one To Jerry and Brad and say " How much are we worth to ya now?"

 

[bayoubandit]

What's rotation speed for an RJ? They said it was near 115mph when it braked (instead of pulling up). Just curious what the rot. speed is.

I sure as hell wouldn't want to be whoever was flying the Gulfstream

If it was going to SAT, then it was a -700. Rotation speed at sea level and approximating their weight would be around 123-126ish.

 

[bayoubandit]

Take that one To Jerry and Brad and say " How much are we worth to ya now?"

They don't tell us these things. We only find out about them through FI

 

[Morning Wood]

Take that one To Jerry and Brad and say " How much are we worth to ya now?"

No more, no less than the day before this happened. They aren't going to let the pilots back the armored car up to the vault because of these two incidents.

 

[Turtlesfly]

Unbelievable. It's not really that hard - I know we all make mistakes, but to cross the big double line with blinky lights and red boxes and red bars and then the ol' "clear left and clear right" and "cleared to cross" and writing the info in the scratchpad . . . I gotta say it these pilots are retarded. Thank God they left the airlines, if that's where they came from

 

[pookie]

Damn Brits, they always ruin it for everyone else. I would give a million peanut snacks to see the reaction of the two pilots as they watched the rj approach them at 130kts.

 

[-9Capt]

What about experience of the AirTran crew that flew through two level-six thunderstorms?

I don't know where you got two level six thunderstorms from, but there is more to this story than you know.

If you're talking about the early '98 incident involving the DC9 over Chattanooga, it was hail outside the t-storm cell that they ran into, radar was clear. The FO is a senior capt now, a good friend of mine. He took pictures of the aircraft afterwards, unbelievable, I don't know how it kept flying.

 

[-9Capt]

Unbelievable. It's not really that hard - I know we all make mistakes, but to cross the big double line with blinky lights and red boxes and red bars and then the ol' "clear left and clear right" and "cleared to cross" and writing the info in the scratchpad . . . I gotta say it these pilots are retarded. Thank God they left the airlines, if that's where they came from

You'll be next.

 

[BoilerUP]

I don't know where you got two level six thunderstorms from, but there is more to this story than you know.

If you're talking about the early '98 incident involving the DC9 over Chattanooga, it was hail outside the t-storm cell that they ran into, radar was clear. The FO is a senior capt now, a good friend of mine. He took pictures of the aircraft afterwards, unbelievable, I don't know how it kept flying.

Yes that is what I am talking about, and I did a presentation on the decisionmaking & CRM duing this incident in college based on the NTSB reports and the article about it in AOPA Pilot magazine. The NTSB report said the aircraft was operating around Level 6 returns and hit the hail while manuevering through an approx. 10nm gap between cells. It also reported the Captain was displaced to FO after the hail incident. The description of the damage is amazing, I can only imagine what the pictures look like.

The point of my post is pilots at every level make mistakes, and it isn't limited to the regional or corpoate level.