Colgan Troubles?

mckpickle

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I haven't seen this posted however sorry it it is a repost.



Southeast Texas airport patrons grumble about cancelled flights to..

Thursday August 18, 2005 (10:00 PM)



Houston Aug 17, 2005 (The Beaumont Enterprise - Knight Ridder/Tribune Business News via COMTEX) -- Continental Airlines passengers are grumbling about a carrier contracted to fly between Southeast Texas Regional Airport and Houston. The bulk of those complaints centers around the cancellation of flights and overall service by Colgan Air, which operates four of Continental's five daily roundtrip flights from Beaumont, said Jim Rich, Greater Beaumont Chamber of Commerce president. Continental has reduced the number of flights on regional jets, packing passengers on turbo-prop planes operated by Colgan Air, he said. Jefferson County Judge Carl Griffith, Rich and concerned business people will meet with Continental in Houston on Friday to discuss the service and reduction in regional jets, he said. Continental recently switched from SkyWest Airlines to Colgan Air for the short flights to and from Houston's George Bush Intercontinental Airport. The main airline supplies service on Continental Express regional jets for the first departure and last arrival daily, said Chris Clary, Southeast Texas Regional Airport operations manager. Colgan Air operates the remaining flights. Clary said Continental recently scaled back the number of daily flights to five from seven. Martin DeLeon, a Continental spokesman, said Tuesday that he needed to do more research into the concerns before commenting. Friday's meeting will provide an opportunity to talk with Continental about a connection to Dallas, Rich said. The airline turned down an offer in 2004 when a coalition began searching for a direct flight to Dallas. Instead, Delta Air Lines stepped forward, but the agreement was short-lived. Delta closed its hub at Dallas-Fort Worth International Airport in January, switching service to Atlanta. That attempt failed to draw enough passengers, and Delta left Southeast Texas completely in July. A group met with American Airlines last week to discuss the possibility of a Dallas connection. The airline asked for more information supporting the need. Rich said a survey to measure that need will be taken of the business traveler -- the base traveler for most airlines -- and how much they are willing to spend on flights. By Angela Macias To see more of The Beaumont Enterprise, or to subscribe to the newspaper, go to http://www.southeasttexaslive.com. Copyright (c) 2005, The Beaumont Enterprise, Texas
 

HughBeamont

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There is no doubt that seeing carriers pull out and riding on a Saab with no APU instead of an RJ is making the residents of East Bumf*ck angry. Get used to it. This is going to be an ever-increasing story, because Jet fuel is expensive and people are cheap.

That being said, I'm sure Colgan's service has been somewhat shoddy in the early stages of their Texas venture.
 

NHaviator

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more troubles

NTSB Identification: NYC05IA128
Scheduled 14 CFR Part 121: Air Carrier operation of Colgan Air. Inc (D.B.A. US Airways Express)
Incident occurred Tuesday, August 02, 2005 in Rockland, ME
Aircraft: Beech 1900D, registration: N136MJ
Injuries: 9 Uninjured.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 2, 2005, at 1709 eastern daylight time, a Beech 1900D, N136MJ, operated by Colgan Air Inc. as flight 4972 (d.b.a. US Airways Express), sustained minor damage during takeoff from Knox County Regional Airport (RKD), Rockland, Maine. The certificated airline transport pilot, certificated commercial pilot, and seven passengers were not injured. Visual meteorological conditions prevailed for the flight destined to Augusta State Airport (AUG), Augusta, Maine. An instrument flight rules flight plan was filed for the air carrier flight conducted under 14 CFR Part 121.

The captain stated that during the takeoff roll, the first officer called "V1 rotate" at 100 knots. The captain pulled the yoke with both hands, and it did not move. The captain then pulled significantly harder, and the yoke moved quickly aft. The airplane "jumped" into the air, but the captain was able to maintain controlled flight. The captain noted that everything was normal except the elevator trim moved slowly nose up, which required an input of 1/2-unit nose down trim every 1 to 2 minutes. The flight landed uneventfully at AUG about 28 minutes after takeoff.

Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that several rivets were missing at the right side elevator hinge-point. The elevator was retained for further examination.
 

mckpickle

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NHaviator said:
The flight landed uneventfully at AUG about 28 minutes after takeoff.

Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that several rivets were missing at the right side elevator hinge-point. The elevator was retained for further examination.

This is what blows my mind....are these guys that scared of the company that they would continue a flight instead of an air return?

Schedule with Safety....with what I've heard about the MX at Colgan I would think thats the first reason for unionization.
 

Prop2Jet

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yeah that solves all the problems! Hey last time I checked ALPA screwed all of us with MESA and the low wages for RJ pilots. If you want a union then start one alone outside of ALPA.
 

mckpickle

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Prop2Jet said:
yeah that solves all the problems! Hey last time I checked ALPA screwed all of us with MESA and the low wages for RJ pilots. If you want a union then start one alone outside of ALPA.


I'm talking about the primary reason ALPA was started. Safety. It appears these guys are sorely in need.

BTW Prop2Jet....If you are not part of the solution than your part of the problem!
 

halfmoon

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mckpickle said:
This is what blows my mind....are these guys that scared of the company that they would continue a flight instead of an air return?

Schedule with Safety....with what I've heard about the MX at Colgan I would think thats the first reason for unionization.

I've done air returns, I've refused to fly a/c, written up a/c which results in a grounding and have never been given any grief by managment or even dr for that matter.
 

chperplt

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Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that several rivets were missing at the right side elevator hinge-point. The elevator was retained for further examination.


WOW..... When are people going to wake up!!!

This is what blows my mind....are these guys that scared of the company that they would continue a flight instead of an air return?

In the crews defense, If they took of from RKD on 31 (I think) it would be a direct shot to AUG 20 or so miles away. Maybe the captain thought keeping the wings level was more prudent than flying a pattern back to RKD.

Either that or he's based in AUG and didn't want to drive an hour back to base....

Good job!!

Remember... Preflight with BOTH eyes open. The horizontal stab and elevator are hard to get a good look at. Look for black looking crap around the elevator hinge points as well as on the trim actuator mounting areas... If you see black crap, it's a good sign something that needs to be attached is about to not be....
 

TEXAN AVIATOR

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I wonder if Colgan will be around as long as SkyWest was...
 

Godfather

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Waiting for the next explosion

TEXAN AVIATOR said:
I wonder if Colgan will be around as long as SkyWest was...

To answer the question...NO!!! Look for the Saabs to come up North soon. Chper....looks like The Guardian angels are working OT these days here. Please somebody hire me out of this hell hole. I have a funny feeling something bad is about to happen.
 
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Prop2Jet

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I will keep both eyes open guys, if it does not look right- I am not flying it.
 

b1900guy

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The captain stated that during the takeoff roll, the first officer called "V1 rotate" at 100 knots. The captain pulled the yoke with both hands, and it did not move. The captain then pulled significantly harder, and the yoke moved quickly aft. The airplane "jumped" into the air, but the captain was able to maintain controlled flight. The captain noted that everything was normal except the elevator trim moved slowly nose up, which required an input of 1/2-unit nose down trim every 1 to 2 minutes. The flight landed uneventfully at AUG about 28 minutes after takeoff.


One simple question?

If you pulled back on the yoke, and it did not move. WHY would you pull "significantly" harder? If it does not want to fly there is usually a reason.
 

chperplt

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If you pulled back on the yoke, and it did not move. WHY would you pull "significantly" harder? If it does not want to fly there is usually a reason

You have to have the full picture before you second guess a flight crew when you're not there.

The aircraft departed on a 4000 foot runway with large trees on each end. How far down that 4000 foot runway do you think the aircraft was when the FO called "V1 rotate?" How much runway is it going to take a Beech 1900 without anti skid to stop from by now 110-120 knots??

My guess, and it's only a guess since I wasn't there, is the captain pulled significantly harder because it was either that or end up in the trees with probable death.

Sounds to me that this captain did one he!! of a job and deserves Kudos for thinking on the go and outside the QRH and bringing a potentially deadly situation to a safe ending.

Great job!!!
 

b1900guy

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This time it worked out....I have a copy of the picture of the elevator and they got lucky it did not jam. I don't want to monday morning QB, But I do know the BE1900D will stop real quick with or without anti-skid. This time it was the right move. kudos to the crew!
 

BSkin

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b1900guy said:
This time it worked out....I have a copy of the picture of the elevator and they got lucky it did not jam. I don't want to monday morning QB, But I do know the BE1900D will stop real quick with or without anti-skid. This time it was the right move. kudos to the crew!

Maybe if you've flown out of there, you would understand. On a 5000 ft runway (if it was 31), the second or two trying to figure out what's going on, you have just ruined your chances of stopping safely -- that's why they call it V1! Taking it flying is the safest move, and it is a straight shot to AUG, which is probably the smartest move if you suspect flight control problems

Having flown the Biatch-1900 for quite some time, I must disagree on easy stopping with no anti-skid at 100+ on that length runway
 

I.P. Freley

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BSkin said:
Maybe if you've flown out of there, you would understand. On a 5000 ft runway (if it was 31), the second or two trying to figure out what's going on, you have just ruined your chances of stopping safely -- that's why they call it V1! Taking it flying is the safest move, and it is a straight shot to AUG, which is probably the smartest move if you suspect flight control problems

Now, I don't know what happened in this particular situation, but in every airplane I have ever flown that HAD a "V1", there were only a very small handful of situations in which you'd attempt to stop after passing V1... And one of those was a flight control failure. "Taking it flying" is not "the safest" move if you have no idea if it will actually FLY.

Again, didn't necessarily apply here, but aborting past V1 for some circumstances is a better scenario than continuing.
 

b1900guy

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Thank you I.P FRELEY. That was all I was trying to say, Just not as good as you said it.
 
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