Recent content by dtuuri

Good article a year and a half ago referencing this accident: https://aviationweek.com/shownews/nbaa/when-vref-isnt-enough No mention of the need to add even more of a buffer to Vref for spoiler deployment that I saw. Probably didn't know all the facts then...

Can ground you more ways than one: https://data.ntsb.gov/Docket/Document/docBLOB?ID=15130498&FileExtension=pdf&FileName=Photo%20Array%20ERA22LA392-Rel.pdf https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/105833/pdf

How low? "Low" according to average ranges isn't really low in my opinion. I look at HDL as the stuff your body makes to mop up the excess LDL, so being low could be a good indication. If LDL is below 70 and triglycerides below 80, a low HDL (30 to 40) is probably about right in my experience...

Unless CRM and SOPs prohibit speed brake deployment above 30° bank, it could happen again. If DOs and DOMs don't provide contract crews with accurate BOWs it could happen again. IMO.

The CEO and Director of Operations don't seem to have a clue in the interview record. They threw two contract pilots in the cockpit without ever flying with the one they designated as PIC themselves. The other guy, the PM as you say, appears to be acting as an IOE instructor, which he is...

Still, they were far enough above the erroneous Vref provided by the FMS that they were within published limits. Apparently, there's no requirement for the FMS to adjust Vref when spoilers are deployed. In fact, pilots are practically invited to temporarily "overshoot" the normal 30° bank angle...

The crewmembers both used Foreflight for planning purposes and each had what I'd say were a big difference in planned landing weight. The "captain" was the closest to the weight the NTSB calculated. I'm putting captain in quotes, since he seems to have been a trainee receiving initial operating...

I never flew a Challenger, but have a lot of early Lear time. The pusher force in those, IIRC, was 80 lbs. It would be natural to fight it and then when it suddenly releases, you can imagine what will happen to the elevator. We used to turn off the stall warning switches on short final in gusty...

Take a look at Fig 24. It would be nice if this chart was available to the operator before the accident investigation. IDK, maybe it was? https://data.ntsb.gov/Docket/Document/docBLOB?ID=14042975&FileExtension=pdf&FileName=WPR21FA286_perfstudy_C-Rel.pdf It would be interesting to see it...

Take a look at Fig 10b. I think the stick shaker went off above 300 AGL so technically they were compliant with limitations at that point: https://data.ntsb.gov/Docket/Document/docBLOB?ID=14042975&FileExtension=pdf&FileName=WPR21FA286_perfstudy_C-Rel.pdf All other factors the same, they'd...

Ok, I've been perusing the docket this morning and coming to the conclusion the NTSB is kind of giving manufacturers a bit of a pass regarding their operating instructions and how it could have a bearing on the FO's understanding of stall protection: 1) Again, though not Bombardier's fault, the...

Not to mention the FMS default weight was programmed for 3,000 lbs. less weight than actual. That's equivalent to the typical estimated weight of 15 passengers, in practice.

Nothing there that's contrary to what I'm saying. G-forces result because the flight path is deflected. If the turn radius needed to align with the runway is correct, but you then "unload" the wing by decreasing the g-load you are also increasing the turn radius and won't line up with the...

I'll challenge that statement. If they would've "dropped the nose" then the turn would widen too, defeating the purpose of the steep bank. They should have gone around. Never any need to bank more than 30° when circling.

I've wondered why ADFs can't use AM broadcast stations and triangulate position based on known station locations the way GPS triangulates from satellites.