Hm. No idea. I’ll check later.
Air India plane crash
- Thread starter ASpilot2be
- Start date
Cherokee_Cruiser
Bronteroc
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
Bronteroc
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.
The senior captains want to know what the exchange rate in Dinars is.
MICHAEL!!! Ha!
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.
Cherokee_Cruiser
Bronteroc
Cherokee_Cruiser
Bronteroc
When I put the 40 mile ring at GUC, I always tell the FOs what I’m doing and why. Not many guys know about this.
I can’t tell if you’re joking or not…
Cherokee_Cruiser
Bronteroc
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.
CFI A&P
Exploring the world one toilet at a time.
Samsies.
Yeah, we call your example terrain critical depressurization procedures. We don’t have any in North America.
Roger Roger
Bottom of the list
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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Who is this in response to?
A150K
Well-Known Member
Same at AA. Only exception though, is they do exist up in Alaska I think.
bike21
9-5 Ruins Lives
The 'chief' who got Don was a real POS. I think he was demoted to 'special projects' or something.
Yeah, sorry, that was directed at post #447. Should have quoted it.
///AMG
Well-Known Member
Hah, I think I might be the only person who does this (people normally ask what I'm doing), but if I can see we are close to Gunnison, I use the fix pages to map the initial routing inside 40 NM. Started doing it out of curiosity when I remembered that QRH item and noticed we were close, have kind of made it a habit since for no particular reason other than maybe the reason I routinely check the VNAV cruise ENGINE OUT drift down altitude and airspeeds, to build a mental picture of a typical value (its like 20-22k and 240 ish knots most of the time by the time I get bored on a transcon) Obviously only if there is IMC covering the terrain (or its nighttime). I did figure out the PPOS thing, but honestly it doesn't seem very necessary IMO. Unless you are routed very close to Gunnison, it's pretty obvious what side of that easting line you will fall on, and it seems like most of the time, our routing only tangentially touches the ring, if that.
edit: I guess at least two of us do this
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///AMG
Well-Known Member
Not sure why this place is more significant than some others, but I have flown low VFR over that exact area in a Growler and it is weird having the radar altimeter warning going off at like 15k MSL in places. It's pretty damned high terrain.
Some of those areas are darn near like northeast Afghanistan. Where if you ejected, you’d better hope you are conscious. As immediately after swat-man separation, you’d better pull the manual chute release handle, lest your hit the ground before the automatic opening device kicks in.