Chemtrail Issues?

PlaneFan82 said:
http://airwaysnews.com/blog/2015/07/06/a-bumpier-lower-ride-for-skywest/ Aside from a previous shop restricting the -200 to FL360 (in light of the Pinch-a-Nickel Core Lockup)...I have NEVER been instructed to flight plan an aircraft at a less than optimum level (unless due to turb/MEL). Something sounds fishy.
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"Apparently" they have had some high altitude events (climbing to altitudes that are beyond the limits of the aircraft in certain conditions, resulting in slow flight/stall). This comes from the following thread.

http://www.airlinepilotforums.com/regional/88863-skw-200s-restricted-280-900s-350-a.html
 
280 does seem a bit extreme. I think we limited the -200 to 390 at the last place I worked that had them. Oh well, not my issue to deal with.
 
I foresee bumped pax/js on the -200 with this. (Disclaimer: I have no prior experience with the -200 other than fueling them; so I'll step aside and let the experts discuss while I listen and learn.)
 
When Pinnacle dug theirs in the folks at my old joint capped the -200's at I believe it was fl370... Not that the airplane had a hope in Hell of getting there unless it was ISA-10 and empty. Above 12000 feet the -200's were absolute dogs. I remember riding up front in one trying to get out of Denver full. Temp outside was about 20c and I swear we used 8000 feet before rotation. Never before had I experienced the speed tape roll backwards during takeoff roll before then...
 
Skywests solution to too many low speed events
Dear Pilots,

You’re well aware of our ongoing efforts to provide awareness, training, SOP updates, bulletins, and more regarding high altitude low speed events, and as an airline we have made continual improvements. However, even one event produces unacceptable risk. As professional aviators, it’s important to understand that any occurrence of these types of events is a failure of our responsibilities as a pilot and undermines our credibility as pilots and as an airline.

That’s why effective Monday, June 22 at 08:00Z, an amendment to our Operations Specifications will mandate the following operational limitations:
CRJ200 operations are limited to FL280 and below with a minimum cruise airspeed of 250 knots indicated airspeed

CRJ700/900 operations are limited to FL350 and below with a minimum cruise speed of Mach .74 or 250 knots indicated airspeed (whichever is less)
Please reference FOAB 062115-1 for full restriction details. Compliance with these altitude and speed limits is mandatory. It’s important for you to know that strict monitoring will be accomplished by our OCC and the FAA.

I know this may produce new challenges; if you have questions, please ask. We will continue to keep you updated and Flight Ops leadership is available to answer questions. As always, our primary focus must be the safety of each and every flight. Thank you for remaining vigilant and focused on this essential responsibility.

Fly Safe,

Captain T.T. Gallo
Vice President Flight Operations
 
womanpilot73 said:
Looks like there are bigger issues at play here. Check out page 12 of the thread I posted above.
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Nope, no bigger issue at play. The problem was way too many high altitude low speed events. This is the fix they came up with to satisfy the FAA. SkyWest does not have a good relationship with their CMO and there are all kinds of silly things that they do (have done) due to this poor working relationship.
 
womanpilot73 said:
Looks like there are bigger issues at play here. Check out page 12 of the thread I posted above.
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Yikes. You know I never know how seriously to take the people who post on that site since it seems to attract pilots with a particular attitude, but the crap getting thrown around in that thread speaks to some pretty bad cultural issues at OO. I expect the pilot/management/FAA animosity but seeing it to that extent and adding dispatch into the mix is a bit weird to see.
 
MT said:
The -200 was weight restricted if you looked at it wrong.
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Then there's the one-night stand model courtesy of OH: the 100. DL had the a bunch of 3A1 motors after the fall of OH, so what do they do? They offer them to EV and say "Here, put them on your -200's!" So EV is flying certain tails around called "intermixes" (one engine is a 3A1 & the other engine is a 3B1). It messes up performance royally, and for giggles, let's base some cost indexing numbers on these, shall we?
 
belgiumania said:
Yikes. You know I never know how seriously to take the people who post on that site since it seems to attract pilots with a particular attitude, but the crap getting thrown around in that thread speaks to some pretty bad cultural issues at OO. I expect the pilot/management/FAA animosity but seeing it to that extent and adding dispatch into the mix is a bit weird to see.
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Yeah, you never know if what is posted has any merit. Just found it all interesting to read...blame being thrown at the pilots, dispatch, management, and the FAA. Normal ops I guess...lol. ;-)
 
womanpilot73 said:
Yeah, you never know if what is posted has any merit. Just found it all interesting to read...blame being thrown at the pilots, dispatch, management, and the FAA. Normal ops I guess...lol. ;-)
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What's remarkable about the whole entire issue is this, and this goes for ANY airline out there. If you have a screwup, you cannot place a "one-size-fits-all-approach" to a major shift in corporate policies & procedures. That goes for both flight operations and system operations.

Skywest is, along with others are in the bitter fight for their own existence. The majors (i.e. AA, DL, UA) have stated that they have too many seats and too many regional partners. DL even announced that they are looking to eliminate one or more of their Connection carriers altogether. The $64000 question is: Who is it gonna to be? CZ?, S5, EV, OO, G7, and 9E. The latest DL Pilot TA called for a 25% cut to ALL DCI flying by 1Q2016.

For peeps that work for a DCI carrier, take a look of where your numbers are, compared to competitors. Remember D:0, A14, & CCF. Your knowledge of these three things, will save your career.
 
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