Air India plane crash

Cherokee_Cruiser said:
Beefy missed it.

Yes, the aft overhead panel. At our shop it’s all FO flow.

As Capt, I check it anyway. MAINT/PSEU light.

I also like to put the IRS on left side selector, and select PPOS.

Esp on a transcon, approaching Gunnison, CO. Additional QRH procedure associated with an emergency descent that is either W or East of a lat/long line. It mentions to use the aft overhead panel to see PPOS.

So by habit, I just do that for all flights.


Do you have any info for Gunnison in your QRH for emergency descent at your shop?
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Hm. No idea. I’ll check later.
 
Ian_J said:
Hm. No idea. I’ll check later.
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Ours mentions a 40 mile ring around Gunnison, CO. So I always put that on the fix page with a 40 mile ring.

You drop to 17k initially, and then depending on direction and east/west of a certain Lat/Long, you go to RODDY or MTJ. Within 10 miles of that fix, you can drop to 10k.

For us it’s “additional info” at the end of the QRH for emergency descent.
 
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Cherokee_Cruiser said:
Ours mentions a 40 mile ring around Gunnison, CO. So I always put that on the fix page with a 40 mile ring.

You drop to 17k initially, and then depending on direction and east/west of a certain Lat/Long, you go to RODDY or MTJ. Within 10 miles of that fix, you can drop to 10k.

For us it’s “additional info” at the end of the QRH for emergency descent.
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Weird. Wouldn’t that just be a method 2 thing depending on route of flight? Seems odd an emergency descent QRH would single out a specific location in the US.
 
Ian_J said:
Weird. Wouldn’t that just be a method 2 thing depending on route of flight? Seems odd an emergency descent QRH would single out a specific location in the US.
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What’s method 2?





Here it is…


IMG_4828.jpeg
 
Ian_J said:
I can’t tell if you’re joking or not…
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I had to google it. I see now. We don’t call it that. Our flight planning software has it as net gradient or gross gradient calculations.


Anyway…



These are flight planning tools only, to clear terrain by a certain altitude. As far as I know, it doesn’t take emer descent passenger oxygen timing into account for staying at a higher altitude (say, 17,000 ft) while you escape terrain.
 
Cherokee_Cruiser said:
I had to google it. I see now. We don’t call it that. Our flight planning software has it as net gradient or gross gradient calculations.


Anyway…



These are flight planning tools only, to clear terrain by a certain altitude. As far as I know, it doesn’t take emer descent passenger oxygen timing into account for staying at a higher altitude (say, 17,000 ft) while you escape terrain.
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Yeah, we call your example terrain critical depressurization procedures. We don’t have any in North America.
 
WacoFan said:
My incident was in 1986. Safety stop was added a bit after this happened - can't exactly remember when but it wasn't long.
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I seem to remember it being an 87-something series AD when I first started working in general aviation, after I came to Alaska they revised the AD and it became 2011-10-09. What I remember most was actually seat rails failing due to cracks in the vertical web-usually 2 consecutive holes would crack and they would be within 1” of each other which was verboten.

And seat feet! The 2011 version added inspections for the feet. There were about 1000 different feet you could have depending on your model, year, and what type of seats. It was a giant pain in the ass as DoM trying to make an effort to be prepared with parts so we didn’t go AOG.

Also remember everything about those seats being over engineered and under built, especially the fully articulating seats held together with 1000 roll pins. I remember a few lessons learned rebuilding one, an air hammer/rivet gun worked great for knocking out the old roll pins, also, using a size longer pin worked better because the full bearing of the joint wouldn’t be on the tapered end of the pin, which meant you started with some looseness even with a brand new pin.
 
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SteveC said:
You know what, I’ll give you credit - that’s impressively pedantic airmanship.




[I don’t understand why that attention to detail and truthiness falls so short in other areas of your life, but…oh well.]
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Who is this in response to?
 
It’s all overhead to me. I don’t bother to divide it into some complex idiotic zoning thing.

Pretty sure the maintenance light is pretty far aft, but like I already mentioned it’s all just the overhead. Make it as complicated and stupid as you like. I’m just happy you’re not in the training department.

I am also happy I offend your sensibilities about your employer so often. I hope it keeps you up at night.

Cherokee_Cruiser said:
We were talking about the aft overhead panel on a preflight. You decided to take a shot at AS yet again, and went for just regular overhead panel stuff like crossfeed valve and pump switches
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BEEF SUPREME said:
It’s all overhead to me. I don’t bother to divide it into some complex idiotic zoning thing.

Pretty sure the maintenance light is pretty far aft, but like I already mentioned it’s all just the overhead. Make it as complicated and stupid as you like. I’m just happy you’re not in the training department.

I am also happy I offend your sensibilities about your employer so often. I hope it keeps you up at night.
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Your petulant complaining about all things AS is old. No one here is buying it. Stop ruining legit threads.
 
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