No new airplanes can quite meet the the capability so they've stuck with it, though once the frames hit 75,000 cycles they're done... no exceptions.
Calgary's noise procedure does nothing to quiet down the -200... no jet turns below 6,500 feet ASL, and FAA stage 2 noise planes are supposed to go off 35L (wind permitting) though I assume all operating into YYC have hushkits. I dunno how closely they adhere to this anyway. Whoopee.
All Canadian North planes are hush kitted, I do remember reading that.
All Canadian North planes are hush kitted, I do remember reading that.
Virtually all JT8D (727, DC-9, 737-100/200) equipped aircraft operating in NA have been spooned. The 200 variants on the MD's are able to comply with most noise abatement regulations without kits.
The 737-100/200 is truly a pilot's airplane and has a driving dynamic the NG's just can't match The JT8 is a legend in it's own right. Nothing beats the sound of 2 or 3 J's spooling up at 4:00AM in calm, dense air.
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I find, increasingly, that fewer and fewer fatas are given about noise abatement in Calgary, else UPS A300's wouldn't be climbing over Panorama at 4 am in calm wind.
The best was still when the RAF would fly the VC-10's here. I think the only thing louder than that bad boy on departure would be fighter jets using afterburner (and it would still be close).
Where was that taken Bigtime? What sort of wind conditions would incur such a variation between GS and TAS?
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Dunno, took it off of the Reddit Aviation page. Obviously a crazy strong headwind causing the low groundspeed.
Back in my flying days I was up in the NE practice area (Irricana/Beiseker area) and we had a really strong wind aloft, turned into it and put the 172 into slow flight, managed to get going backwards!
Dunno, took it off of the Reddit Aviation page. Obviously a crazy strong headwind causing the low groundspeed.
Back in my flying days I was up in the NE practice area (Irricana/Beiseker area) and we had a really strong wind aloft, turned into it and put the 172 into slow flight, managed to get going backwards!
I've done that while flying a glider before. It was simultaneously cool ("Neat, I have negative groundspeed!") and terrifying ("Do I have enough altitude to get back to the landing area?").
"The report released Tuesday suggests the flight’s cockpit crew spent their final moments struggling to cope with misaligned navigational sensors as the 737 made its final approach amid drizzle and heavy fog. The sensors were displaying a bearing that was 17 degrees off from the plane’s actual heading. Signals from GPS and the airport runway’s landing beacon were giving correct information.
Capt. Blair Rutherford was so busy trying to reconcile the conflicting readings that he “likely did not have a high-level overview of the situation. This… compromised his ability to identify and manage risk,” the investigation found"
also over a 20-second span, 2˝ minutes before the 737 plowed into the hillside, Hare (the co-pilot) madefive statements about the aircraft’s position being off. Rutherford replied that he thought the autopilot was properly navigating the plane toward the airport — but the investigation found that he had likely accidentally tapped on his steering yoke, changing the programmed destination. Hare then said that GPS and the landing beacon sent out from the runway both showed their approach angle to be off. One minute and 20 seconds before the crash, he recommended aborting the landing, after reminding the captain about the hill to the right of the runway. Rutherford responded that he would continue with the landing as planned. With a minute to go, Hare again made several comments about taking corrective action. Finally, six seconds before the crash, Hare called Rutherford by his first name. “I don’t like this,” he said.
So i'm no expert but this sounds to me like a bad case of CRM. This obviously isn't the first crash to happen in the case of a co-pilot failing to be assertive enough. Just curious if our resident avgeeks could provide more insight into this? In cases like this is the Captain under alot of pressure to avoid a go-around? Or is it more of an ego thing?
Sounds like the FO was pretty assertive. It gets to a point where short of trying to fight for control, the Captain needs to listen.
As for pressure, not really, at least not an external pressure. There is certainly some ego in not wanting to admit or believe that you have screwed up the approach, and also task inertia.....you want to finish what you started. But that is often the most important part of the job....knowing when to say no, we can't takeoff, or we can't land, or this approach isn't working out and we have to go around.
The JT8 is a legend in it's own right. Nothing beats the sound of 2 or 3 J's spooling up at 4:00AM in calm, dense air.
