Canadair Crash at ASE / Aspen Eagle, Colorado

From reading most of this thread I have told myself if any passenger wants to me to fly into a dangerous aproach and it is not safe I will not do it even if it means I would get fired. I would rather get fired then die trying to please somebody who never worked a day in their life and inherited money from their parents who worked hard building a fortune to let it be destroyed by their son/daughter.

By the way just reading this as a future pilot I would say anyone who thinks it's okay to risk their lives of themselves and their crew just to please someone should rethink their pilot leadership ability
 
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Cessnaflyer said:
Requesting cruise clearance to JFK.
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How-about-no-bear.jpg
 
BEEF SUPREME said:
The climb gradient required to fly the missed as published is 5.5% You must maintain this climb until 10000ft

Provided you turn the correct direction... you don't have to do that 5.5% for long but if you don't you are dead.

Anyway something to keep in mind.
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Though I'm not a pilot (yet) I follow these forums often because I'm an aviation fan. Please forgive my ignorance, but I must ask: How is going missed, even right before touch down, any different at all from a plane taking off from the same runway? It seems to me you would have a head start compared to a plane starting it's takeoff roll. If a plane starting it's takeoff roll doesn't have a problem clearing terrain, why would a plane going missed have an issue avoiding terrain when it's already higher and faster?

Can someone explain this to me? Thanks
 
Derg said:
What, your center tank fuel load? :) :) :)
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Our tail had transferred the maximum amount of fuel back to the forward tanks (jack squat), and our computerized live weight and balance system had sent the heavier F/A to the FWD galley for maximum performance. I also made the command decision to dump all potable water to get down to landing weight and shave another knot off our approach speed.



In all seriousness the E-175 is a bit crazy on landing speeds sometimes due to an extremely conservative automatic minimum airspeed increase after having flown through almost any amount of ice. We'd have gotten the stick shaker at probably 135 knots under those conditions. o_O
 
srleslie said:
Though I'm not a pilot (yet) I follow these forums often because I'm an aviation fan. Please forgive my ignorance, but I must ask: How is going missed, even right before touch down, any different at all from a plane taking off from the same runway? It seems to me you would have a head start compared to a plane starting it's takeoff roll. If a plane starting it's takeoff roll doesn't have a problem clearing terrain, why would a plane going missed have an issue avoiding terrain when it's already higher and faster?

Can someone explain this to me? Thanks
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In this case, IFR departure is not authorized from that runway, IIRC.
 
srleslie said:
Though I'm not a pilot (yet) I follow these forums often because I'm an aviation fan. Please forgive my ignorance, but I must ask: How is going missed, even right before touch down, any different at all from a plane taking off from the same runway? It seems to me you would have a head start compared to a plane starting it's takeoff roll. If a plane starting it's takeoff roll doesn't have a problem clearing terrain, why would a plane going missed have an issue avoiding terrain when it's already higher and faster?

Can someone explain this to me? Thanks
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Three different issues and interpretations.

You have:
1. Takeoffs
- Self explanatory

2. Missed Approach Procedures
- Dictated by the approach chart

3. Rejected Landing Procedures
- When you're past the missed approach point, you're supposed to revert to the obstacle departure procedure (if published)
 
Nick said:
In all seriousness the E-175 is a bit crazy on landing speeds sometimes due to an extremely conservative automatic minimum airspeed increase after having flown through almost any amount of ice. We'd have gotten the stick shaker at probably 135 knots under those conditions. o_O
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:rolleyes:

You and @amorris311 thinking y'all are to cool for school with your approach speeds obviously haven't had to deal with the masterful approach speeds of a fully loaded 737-900ER.

:)
 
tomokc said:
Them: "Tell you what. Scratch the flight - I'm calling someone else, I'll never use you guys again, and I'll make sure that everybody knows that your company was the only one that couldn't get into Aspen today."
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Well, they fell for the pressure and tried. Same outcome, only permanently. And now everybody knows that for certain. :(
 
srleslie said:
Though I'm not a pilot (yet) I follow these forums often because I'm an aviation fan. Please forgive my ignorance, but I must ask: How is going missed, even right before touch down, any different at all from a plane taking off from the same runway? It seems to me you would have a head start compared to a plane starting it's takeoff roll. If a plane starting it's takeoff roll doesn't have a problem clearing terrain, why would a plane going missed have an issue avoiding terrain when it's already higher and faster?

Can someone explain this to me? Thanks
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This airport is one way in one way out. Meaning the direction you takeoff is away from the mountains and the way you land is into the mountains. Going around in Aspen requires a tight turn and back up the valley to get out.
 
srleslie said:
Though I'm not a pilot (yet) I follow these forums often because I'm an aviation fan. Please forgive my ignorance, but I must ask: How is going missed, even right before touch down, any different at all from a plane taking off from the same runway? It seems to me you would have a head start compared to a plane starting it's takeoff roll. If a plane starting it's takeoff roll doesn't have a problem clearing terrain, why would a plane going missed have an issue avoiding terrain when it's already higher and faster?

Can someone explain this to me? Thanks
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you cant take off in that direction from that airport, you will hit a rock:biggrin:
 
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