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Author Topic: ASH 7256 Emergency at KJFK  (Read 11893 times)
Аэрофлот Jr.
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« on: February 26, 2009, 04:23:14 PM »

Air Shuttle 7256 CRJ 200 had to return to the field after the departure because of opened door indication.

Flight was to KIAD.

Enjoy . 
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sincerely, Rae
cessna157
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« Reply #1 on: February 26, 2009, 08:24:06 PM »

Hmm, very nice.  I wonder why they didn't silence the master warning.  You can hear it saying "DOOR DOOR DOOR DOOR DOOR DOOR".  They can just shut that up by pushing the master warning light.  Unless it was a DCU problem and not a door problem
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CRJ7/CRJ9 F/O, Travel Agent
Аэрофлот Jr.
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« Reply #2 on: February 26, 2009, 08:46:22 PM »

Hmm, very nice.  I wonder why they didn't silence the master warning.  You can hear it saying "DOOR DOOR DOOR DOOR DOOR DOOR".  They can just shut that up by pushing the master warning light.  Unless it was a DCU problem and not a door problem

I didn't know the sound of DOOR DOOR thing untill now . good catch .
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joeyb747
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« Reply #3 on: February 26, 2009, 09:18:54 PM »

I hear both pilots taking turns on the radio. I thought normal procedure in an emergency situation would be for the pilot not flying to work the radio. Am I incorrect on that? One of the pilots has almost what sounds like an asian accent.

Great post! I like it when all the good stuff is edited together! grin
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Аэрофлот Jr.
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« Reply #4 on: February 26, 2009, 09:30:45 PM »


Great post! I like it when all the good stuff is edited together! grin

Thank you (:
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sincerely, Rae
Switch Monkey
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« Reply #5 on: February 26, 2009, 10:25:59 PM »

I hear both pilots taking turns on the radio. I thought normal procedure in an emergency situation would be for the pilot not flying to work the radio. Am I incorrect on that? One of the pilots has almost what sounds like an asian accent.

Great post! I like it when all the good stuff is edited together! grin

When the PIC is the flying pilot it is sometimes quicker to answer ATC while flying than tell the non flying, FO, what to say.
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joeyb747
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« Reply #6 on: February 27, 2009, 07:26:40 PM »

That makes sense. Save time too! Thanks Switch Monkey!  smiley
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snipper_cr
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« Reply #7 on: February 28, 2009, 07:33:23 PM »

15 Souls onboard? I bet that was a money making flight for them...

Couldn't accept a VOR/DME approach? Tsk tsk... (Kidding!)
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joeyb747
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« Reply #8 on: February 28, 2009, 07:37:52 PM »

Yea i heard that too. "Don't have time to set it up" I think is how he put it.
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« Reply #9 on: February 28, 2009, 09:09:07 PM »

Yea i heard that too. "Don't have time to set it up" I think is how he put it.

Times were simpler when all you had to do is tune the VOR and tune the OBS to the radial. 

Reminds me of when I hear a crew of a regional jet say that they cannot accept an intersection departure from an intersection that is 500-1000 feet from where there were planning on departing ( departure end ) on a 10,000 foot runway because they don't have the "numbers" for that intersection.  You still have 9000-9500 feet usable.  huh
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Marty
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cessna157
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« Reply #10 on: February 28, 2009, 09:43:21 PM »

You've just described 2 different things.  To shoot an approach, per company procedures, the entire approach must be tuned and briefed.  In this case, there was very little time to do so.

Pertaining to the intersection departures:  Yes, the crew knows they've got plenty of runway to takeoff.  you could takeoff and land in that distance.  It is entirely a legality issue.  Part 121 operations must have runway information to depart under the conditions.  If the crew is not provide with performance data for a 14500' intersection on a 15000' runway, they cannot use it.
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CRJ7/CRJ9 F/O, Travel Agent
joeyb747
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Nothing Like A 747!


« Reply #11 on: March 01, 2009, 08:49:43 AM »

Hey cessna 157. I got a question for you. In this situation, the weather was such that they could shoot the visual approach. He said he didn't have time to set up the VOR DME approach. What would be the procedure in IFR flight conditions? Low visibility, mist, fog, rain, where they couldn't shoot the visual.  Or worse situations (engine failure, fire, and so on) when time really becomes a factor.
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cessna157
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« Reply #12 on: March 01, 2009, 09:01:53 AM »

All that would need to happen would be to ask for delay vectors.  ATC could give a quick box vector to give the crew time to set up for the approach.  An ILS briefing and preparation could be done in just a minute or two.  A non-precision approach could be done in just a little longer, depending on the airline's descent profile procedures and the crew's familiarity with the approach.
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joeyb747
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« Reply #13 on: March 01, 2009, 08:42:10 PM »

Ok. Thanks for the info cessna157. I'm curious why he said he didn't have time to set it up.   
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« Reply #14 on: March 01, 2009, 09:19:32 PM »

I'm curious why he said he didn't have time to set it up.   
Ever tried to VOR/DME land a Regional?
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