Citation V crashes into the Atlantic

Old Boeing Driver said:
Maybe fresh out on maintenance? CO2 issue? Payne Stewart similarity? You may be correct on the pressurization issue.
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Looks like he might have had a problem leaving ALN because he came right back before departing again two hours later on the accident flight. The flight track shows he went up to FL390 and stayed there the entire flight which doesn't seem to be indicative of a power or control issue. He filed for FL410 so maybe something happened with the pressurization on the climb?
 
Isn't 91.205 about operating requirements?

I think FAR 25 might cover the certification, but have not checked. Every pressurized airplane I have flown, including a Citation II had an aural or light warnng, or both. Some of the 500 series do have single pilot exemptions under FAR 25.
 
Follow up. FAR 25

§ 25.841 Pressurized cabins.

(b)(6) Warning indication at the pilot or flight engineer station to indicate when the safe or preset pressure differential and cabin pressure altitude limits are exceeded. Appropriate warning markings on the cabin pressure differential indicator meet the warning requirement for pressure differential limits and an aural or visual signal (in addition to cabin altitude indicating means) meets the warning requirement for cabin pressure altitude limits if it warns the flight crew when the cabin pressure altitude exceeds 10,000 feet.
 
I can't find any quotes that the F-15 guys saw clear windows. If they got that close, wouldn't they have been able to tell if the pilot was slumped over, or not seen in the cockpit?

The only quotes I have seen is that they observed the plane crash into the ocean. Thanks for any update.
 
Boris Badenov said:
Every one I have does. Don't know anything about the Citation. You appear to fly a corporate jet, does yours?
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Me too. But even if, by some weirdness, a jet did not have one.. this is why we follow a check list and check things as we climb.

In it's own way, all the alerting is just another automation problem. LOOK at the the GD cabin altitude meter. It's there, giving you a reading, for a good reason. As a reminder to all the kids coming up... if something is installed in an airplane, it's expensive, and it's there for a reason... use it.

None of the foregoing is meant to suggest in ANY way that I have ANY idea of what occurred in this C-560 deal.
 
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Ah, comrade, how can I help you. Reminding a pilot to be aware of what's happening in her (advisedly, her) area of responsibility is like reminding a fish to pay attention to water. They're all sure that they're doing it, it's second nature. But there are still Red Tides. More and more of them, it seems...
 
Old Boeing Driver said:
Isn't 91.205 about operating requirements?

I think FAR 25 might cover the certification, but have not checked. Every pressurized airplane I have flown, including a Citation II had an aural or light warnng, or both. Some of the 500 series do have single pilot exemptions under FAR 25.
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It is, and it only applies to airplanes without an MEL or equipment list in the flight manual, a Piper cub for example. It's the very last place you look for things like that and yet we still seem to teach it as if it's gospel.



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