When I get the ALPA's Air Line Pilot magazine every month; I usually do a quick look at the "In Memoriam" section, see if there are any interesting articles on safety and then chuck it in the garbage.
Did the same with the August issue, except didn't chuck it!
I am a little concerned with the report on Pinnacle's 3701 that crashed in Jefferson City.
The title stated "Poor Training, Engine Flaws May Have Led to Pinnacle 3701 Accident".
One quote was: ""Core lock" is a safety risk previously known only to engine and aircraft manufacturers untill very recently-and about which pilots knew nothing."
My thoughts on this is "Core lock" is just a new name for lack of N2 rotation.
In my career, (at various airlines) anytime a pilot attempts to relight a motor in-flight, N2 rotation is required and critical to the relight procedure. This is turbojet basics. And nothing new!!
Another quote was: "Regional airlines across the US are experiencing enormous growth and adding ever more sophisticated aircraft to their fleets. This environment means that pilots often have less time to gain firsthand experience with an aircraft before assuming command. While many regional airlines are putting safety first, others still have opportunities to improve their saftey cultures. These 'improving' carriers must provide comprehensive operational training to compensate for their lack of hands-on experience and to better prepare their pilots for the transition to jet aircraft"
WTF????? Improving carriers that might have my wife and kids on board!!!!
Safety and Experience should be number ONE PERIOD!!!!
I think we've lost sight of what's important in commercial aviation. Due to the automation and safistication of new aircraft, the hull loss rate and passenger death toll has gone down tremendously. (over the past 30 years)
But, now we have poorly trained pilots with low experience levels (getting paid awful wages I might ad) flying our families around. Can we trust these pilots getting the passengers on the ground safely when the aircraft has mechanical issues???
Another issue, that was failed to be reported, what the HELL were they doing at FL410 in a CRJ200. The aircraft was not designed to be at that altitude.
I can already hear the reactions that it is certified to FL410. This is true, but aircraft certification has less to do with the performance of the aircraft at FL410 and more to do with the pressurization and a rapid decompression. In other words, at FL410, the CRJ has a 8000ft cabin altitude at 8.6 psid and it can get down to 10000ft in a specified time. This is the true basis of the certified max alt.
The 727 is certified to FL420. Ask any three-holer driver, they will tell you it just isn't designed to be up there!!!
My question is: Is John/Jane Q Passenger aware of the safety issues at some of the regional airlines today? If so, do they care?? I sure do. Is anyone going to do something about this or will it be swept under the rug untill a major amount fatalities occur?
Did the same with the August issue, except didn't chuck it!
I am a little concerned with the report on Pinnacle's 3701 that crashed in Jefferson City.
The title stated "Poor Training, Engine Flaws May Have Led to Pinnacle 3701 Accident".
One quote was: ""Core lock" is a safety risk previously known only to engine and aircraft manufacturers untill very recently-and about which pilots knew nothing."
My thoughts on this is "Core lock" is just a new name for lack of N2 rotation.
In my career, (at various airlines) anytime a pilot attempts to relight a motor in-flight, N2 rotation is required and critical to the relight procedure. This is turbojet basics. And nothing new!!
Another quote was: "Regional airlines across the US are experiencing enormous growth and adding ever more sophisticated aircraft to their fleets. This environment means that pilots often have less time to gain firsthand experience with an aircraft before assuming command. While many regional airlines are putting safety first, others still have opportunities to improve their saftey cultures. These 'improving' carriers must provide comprehensive operational training to compensate for their lack of hands-on experience and to better prepare their pilots for the transition to jet aircraft"
WTF????? Improving carriers that might have my wife and kids on board!!!!
Safety and Experience should be number ONE PERIOD!!!!
I think we've lost sight of what's important in commercial aviation. Due to the automation and safistication of new aircraft, the hull loss rate and passenger death toll has gone down tremendously. (over the past 30 years)
But, now we have poorly trained pilots with low experience levels (getting paid awful wages I might ad) flying our families around. Can we trust these pilots getting the passengers on the ground safely when the aircraft has mechanical issues???
Another issue, that was failed to be reported, what the HELL were they doing at FL410 in a CRJ200. The aircraft was not designed to be at that altitude.
I can already hear the reactions that it is certified to FL410. This is true, but aircraft certification has less to do with the performance of the aircraft at FL410 and more to do with the pressurization and a rapid decompression. In other words, at FL410, the CRJ has a 8000ft cabin altitude at 8.6 psid and it can get down to 10000ft in a specified time. This is the true basis of the certified max alt.
The 727 is certified to FL420. Ask any three-holer driver, they will tell you it just isn't designed to be up there!!!
My question is: Is John/Jane Q Passenger aware of the safety issues at some of the regional airlines today? If so, do they care?? I sure do. Is anyone going to do something about this or will it be swept under the rug untill a major amount fatalities occur?
