717 certification stall test

DPApilot said:
Well, when I flew 121 we did some training in the airplane as part of our type ride.
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I assume turboprop Beech 1900/Saab 340 kinda thing? I haven't heard of any Part 121 jetliners doing checkrides in the real plane. They used to a long time ago (and was also training when a DC10 wake hit a Delta DC9 on short final during touch and goes and crashed).
 
Acrofox said:
I am expressing doubt in the "upset recovery" course marketed to large-aircraft pilots, done in high-performance aerobatic aircraft, and the ability of that to teach anything substantially better than five or ten hours of acro in a Super D. I'm inviting people to tell me what I'm missing in that regard.

-Fox
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I'd agree with you. However, doing upset training in a Lear that is set up with half a 737ng panel and has force feedback to the yoke to simulate a 737 feel, certainly is more beneficial to a 121 heavy jet pilot than going up in a super cub.
 
BobDDuck said:
I'd agree with you. However, doing upset training in a Lear that is set up with half a 737ng panel and has force feedback to the yoke to simulate a 737 feel, certainly is more beneficial to a 121 heavy jet pilot than going up in a super cub.
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With that I agree.
 
Derg said:
Hey! While I've got your ear, does the 320 have the ability to use dry numbers on a wet, grooved runway? I know we couldn't on the 330.
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I tired to look and find reference for you, but this is what our AFM says:
The customized airline AFM:
‐ Is extracted from a non customized aircraft model envelope AFM
‐ Is an approved document related to an operator's/owner's fleet
‐ Takes into account the specific configuration of each aircraft of the concerned fleet.
Airbus will provide a manual which reflects the aircraft configuration at delivery, and the necessary
revisions to reflect configuration changes due to Airbus approved modifications.
The operator/owner must inform Airbus without delay of the effective changes to the aircraft
delivery configuration made through Airbus Service Bulletin (SB). This allows Airbus to provide AFM
revisions/updates to the operator/owner.
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Further, our FOM says if vis is less than 4000 rvr or 3/4 it's considered a wet runway.
With that "Nancy-esque" approach, I'd say wet grooved is still wet.

When you send for runway numbers, do you have to manually add (15% for us) for the landing distance?
 
DPApilot said:
You really have a hard on for wake turbulence, don't you?
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When we're flying an A320 and following a 767 that is well ahead and clear, and we're given 190 kts, but the CA gets a little scared and dials back to 170kts when it's your leg, and you say hey it's suppose to be 190, and he says he doesn't want to get to close to a 767, even though that jet is far ahead, and then the EWR controllers jumps on the radio asking what is your speed! you were given 190! , then yeah.... Or worse, seeing a guy overreact to a wake encounter by rolling more than what's necessary to go level, and then having to go back the other way to re-correct that action. Just not a fan of PIO, that is all...
 
It looks like it was flying again once inverted, it was no longer stalled since the wing was unloaded, certainly not anywhere close to a deep stall condition.

I think a better recovery technique would have been; if not already at 0 G, a slight push to 0 or near 0 while allowing the speed to increase along with full deflection aileron to complete the roll to level and then once upright allowing the speed to further build before the final pull to stop the descent. /armchair test pilot.
 
Cherokee_Cruiser said:
When we're flying an A320 and following a 767 that is well ahead and clear, and we're given 190 kts, but the CA gets a little scared and dials back to 170kts when it's your leg, and you say hey it's suppose to be 190, and he says he doesn't want to get to close to a 767, even though that jet is far ahead, and then the EWR controllers jumps on the radio asking what is your speed! you were given 190! , then yeah.... Or worse, seeing a guy overreact to a wake encounter by rolling more than what's necessary to go level, and then having to go back the other way to re-correct that action. Just not a fan of PIO, that is all...
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So there I was... 5 miles in trail of a 777 on the downwind going into IAH. We were already through 20* of roll before any of you finished reading this.

Thankfully none of the brand new FA's in the back were hurt. All 4 were fresh out of FA school.
 
Nark said:
So there I was... 5 miles in trail of a 777 on the downwind going into IAH. We were already through 20* of roll before any of you finished reading this.

Thankfully none of the brand new FA's in the back were hurt. All 4 were fresh out of FA school.
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20 degrees? Ha. Try going 97.4 degrees (per the QAR readout) at 500 feet at night on takeoff behind a 330.
 
Derg said:
Hey! While I've got your ear, does the 320 have the ability to use dry numbers on a wet, grooved runway? I know we couldn't on the 330.
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Nope! Reference FOM section something or another. ;) It's in there where it discusses the WDR.

After an A period and then doing special projects office work until 1600, my motivation to delve into DL manuals is quite low!
 
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