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Thread: Louisiana mudin

  1. #21
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    Quote Originally Posted by Oldrebel View Post
    Another one. This time hit national news ABC friday night. Picture of CRJ in the mud. Don’t know who.
    Mesa in COU this time

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    Quote Originally Posted by Oldrebel View Post
    Another one. This time hit national news ABC friday night. Picture of CRJ in the mud. Donít know who.
    It was a Mesa 900 if you're referring to COU.

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    Quote Originally Posted by Oldrebel View Post
    Another one. This time hit national news ABC friday night. Picture of CRJ in the mud. Donít know who.
    It was Mesa, ran off the end of the runway in COU on a flight from DFW. Apparently it had been snowing, and runway was slick. That airport is a problem. Short runway that a CRJ 700 can barely make it in to when braking action is less than good, and they came in with a 900 and 80 passengers. Eaglevoy went offroading there, Twice, a few years back.

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    Quote Originally Posted by Griff312 View Post
    It was Mesa, ran off the end of the runway in COU on a flight from DFW. Apparently it had been snowing, and runway was slick. That airport is a problem. Short runway that a CRJ 700 can barely make it in to when braking action is less than good, and they came in with a 900 and 80 passengers. Eaglevoy went offroading there, Twice, a few years back.
    Is the performance manual with required dispatch landing distance still in the cockpit library?

    i remember many times the TOLD cards said good to land, but the preflight landing distance charts to actually dispatch were quite a bit more.....

    if its tight operationally, I wonder if the dispatch performance charts will say no dispatch anything other than dry runway.
    might be worth a peek.
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    This is a us air operation now at aag. Performance does not matter. D+0 does.

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    Quote Originally Posted by Cujo665 View Post
    Is the performance manual with required dispatch landing distance still in the cockpit library?

    i remember many times the TOLD cards said good to land, but the preflight landing distance charts to actually dispatch were quite a bit more.....

    if its tight operationally, I wonder if the dispatch performance charts will say no dispatch anything other than dry runway.
    might be worth a peek.
    The 175 has inflight landing tables and unfactored landing dist tables in the QRH, and the CRJ landing dist in the flip cards and dispatch landing dist in the perf book (differences in the landing distance required, and landing dist neede for dispatch +40%). Not sure about the 145.

    I was working a flight 4 or 5 years back DFW-COU, and we had COU had a 300' ceiling, winds out of the South at 13 kts, and braking action 1-1-1. The only way to get below the ceiling was to do the ILS landing North, with a 13 kt tailwind (above max tailwind limitation, on a short 1-1-1 runway. Not gonna happen! So we did the LOC BC to the South runway, went missed and diverted to SGF. The dispatcher tried to get us fuel and send us back to COU, while the conditions hadn't improved. We refused, as now that we've landed, the flight is no longer dispatchable under those conditions. Went to te hotel, and went to COU the next day after conditions improved. Glad we didn't make it in that night, as we learned later that night that it was so icey, the MDOT shut down all the highways, because 30-something vehicles slid off into ditches, and the airport was just as bad.
    The flip cards gave us barely enough landing perf to make a landing on the South runway, but about 400' short of the North runway. Once in flight, you can attempt it. However, to dispatch, you must be able to land and stop within 60% of the landing dist available. So once we were on the ground after diverting, we were dead in the water. Even though dispatch was supposed to run these calculations themselves, we double checked it, and said, "Nope!" Most CA's don't do this.

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    Quote Originally Posted by ardvark View Post
    This is a us air operation now at aag. Performance does not matter. D+0 does.
    That means when the Feds come back on the job, theyíll be crawling all over your Jumpseats and training as punishment.

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    Of course, dont punish management.

  9. #29
    Super Moderator Cujo665's Avatar
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    Quote Originally Posted by Griff312 View Post
    The 175 has inflight landing tables and unfactored landing dist tables in the QRH, and the CRJ landing dist in the flip cards and dispatch landing dist in the perf book (differences in the landing distance required, and landing dist neede for dispatch +40%). Not sure about the 145.

    I was working a flight 4 or 5 years back DFW-COU, and we had COU had a 300' ceiling, winds out of the South at 13 kts, and braking action 1-1-1. The only way to get below the ceiling was to do the ILS landing North, with a 13 kt tailwind (above max tailwind limitation, on a short 1-1-1 runway. Not gonna happen! So we did the LOC BC to the South runway, went missed and diverted to SGF. The dispatcher tried to get us fuel and send us back to COU, while the conditions hadn't improved. We refused, as now that we've landed, the flight is no longer dispatchable under those conditions. Went to te hotel, and went to COU the next day after conditions improved. Glad we didn't make it in that night, as we learned later that night that it was so icey, the MDOT shut down all the highways, because 30-something vehicles slid off into ditches, and the airport was just as bad.
    The flip cards gave us barely enough landing perf to make a landing on the South runway, but about 400' short of the North runway. Once in flight, you can attempt it. However, to dispatch, you must be able to land and stop within 60% of the landing dist available. So once we were on the ground after diverting, we were dead in the water. Even though dispatch was supposed to run these calculations themselves, we double checked it, and said, "Nope!" Most CA's don't do this.
    Good job. Exactly the point I was making... nicely done.
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