Comair Pilot Error

john smith wrote:

The pilot leans until roughness, then enriches a couple quarter turns.

If he doesn't have an EGT gauge, using roughness or RPM peaking is
not a bad system.

The aviator calculates density altitude and uses the CHT/EGT to
accurately adjust the mixture.

Tell me what possible use a calculated density altitude or CHT is
for setting the mixture. A EGT with reasonable response time is
preferable, other than that using the RPM peaks/roughness is as
as good as can be obtained. I can tell you on my plane, that
even using my multipoint EGT I get mixture settings not substantially
different (save a little better fuel economy) than the "lean to
roughness" technique.

Andrew Gideon wrote:
I've never considered the ratio between runway length and width before.
What is it that defines possible values for this ratio?

The reasoning is probably that aircraft which only need 3500ft of runway are
smaller and thus don't need a 150ft wide runway, while bigger aircraft
which need longer runways would also need wider ones. Building a
short-and-wide runway would be a waste of money because it wouldn't be any
more useful than a short-and-narrow runway - the additional width alone
does nothing to significantly increase the number of types of aircraft it
can handle.

That said and as has been said elsewhere in this thread, a short-and-wide
runway may make sense for military applications, for formation take-offs,
for example.

Anno

In article ,
Ron Natalie wrote:

john smith wrote:

The pilot leans until roughness, then enriches a couple quarter turns.

If he doesn't have an EGT gauge, using roughness or RPM peaking is
not a bad system.

The aviator calculates density altitude and uses the CHT/EGT to
accurately adjust the mixture.

Tell me what possible use a calculated density altitude or CHT is
for setting the mixture. A EGT with reasonable response time is
preferable, other than that using the RPM peaks/roughness is as
as good as can be obtained. I can tell you on my plane, that
even using my multipoint EGT I get mixture settings not substantially
different (save a little better fuel economy) than the "lean to
roughness" technique.

Consider the fact that many pilots do not even look at the tables in the
POH/AOH.

Additionally, they have no clue what the manufacturer recommended
degrees rich/lean of peak to operate at max power or max range.
How much do you adjust the mixture after attaining roughness? A little?
A lot? Just enough to smooth it out? That kind of adjustment can kill an
engine quickly.

Consider the fact that many do not even care!

"Allen" wrote in message news:ZPeJg.18555

A little of the co-pilot's background:


Someone else posted this article, too, apparently concluding that because
his wife shot him, he is a wife-beater. I'm not sure how this article
relates to the accident.

"Tony" wrote in message

....and I
don't care if that that decision becomes publicly known and we lose 10%
market share for a year."

Right there is where your premise falls apart. Not even close to reality.

("City Dweller" wrote)
http://www.miami.com/mld/miamiherald/news/local/states/florida/counties/broward_county/15384875.htm

This criminaly negligent travesty of a pilot is also a spousal abuser.
Emily et al, still going to defend this guy?


How does SHE SHOT HIM (and left him to die, in a heap, on the kitchen floor)
make him a spousal abuser?

Wonder if SHE (who SHOT HIM) got any jail time? Apparently not. And yet, if
he had slapped her (with more than words) he would have been hauled away.


Montblack

"John Gaquin" wrote in message
...

"Allen" wrote in message news:ZPeJg.18555

A little of the co-pilot's background:


Someone else posted this article, too, apparently concluding that because
his wife shot him, he is a wife-beater. I'm not sure how this article
relates to the accident.

I was just showing the rest of the article where he is well thought of by
his friends and neighbors despite the domestic altercation.

john smith wrote:


Consider the fact that many pilots do not even look at the tables in the
POH/AOH.

What tables apply to leaning?


Additionally, they have no clue what the manufacturer recommended
degrees rich/lean of peak to operate at max power or max range.
How much do you adjust the mixture after attaining roughness? A little?
A lot? Just enough to smooth it out? That kind of adjustment can kill an
engine quickly.

As long as they are below 75% power it doesn't really matter that much.
You haven't demosntrated any better knowledge of how to set the mixture
than the "leaning it until it roughens and then push it in a notch."

In article ,
Ron Natalie wrote:

john smith wrote:


Consider the fact that many pilots do not even look at the tables in the
POH/AOH.

What tables apply to leaning?


Additionally, they have no clue what the manufacturer recommended
degrees rich/lean of peak to operate at max power or max range.
How much do you adjust the mixture after attaining roughness? A little?
A lot? Just enough to smooth it out? That kind of adjustment can kill an
engine quickly.

As long as they are below 75% power it doesn't really matter that much.
You haven't demosntrated any better knowledge of how to set the mixture
than the "leaning it until it roughens and then push it in a notch."

They don't even know that fact.

You know this stuff, many do not. Especially low time renters.
I deal with flight instructors during my BFR's who don't know it.

"Dudley Henriques" wrote:

My understanding is that the first officer made the takeoff. That
leaves the Captain to answer how he LET the first officer make the
takeoff. The Captain gets nailed either way.

While both are responsible for the decision, I understand that only the
captain on a CRJ has access to the tiller, so he would have lined up the
aircraft before handing it over to the FO.