COMAIR RA climb/FA injury
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COMAIR RA climb/FA injury
I got this off the daily incident feed.
First, I hasten to point out that I’m not trying to be sensationalist here. I fully understand that these things happen, not infrequently, and this example does not approach “catastrophic.” On the other hand, neither is it a non-event.
REGIS_NO......COM645
MAKE_MOD......CRJ1
M_MOD_DESC......CANADAIR CRJ-100, RJ-100 REGIO
OPERATOR......COMAIR
PHASE......Cruise
OCCUR_DESC......COM 645 AT FL290 RESPONDED TO TCAS RA TO CLIMB FOR AIRCRAFT CLIMBING OPPOSITE DIRECTION TO FL280. FLIGHT ATTENDANT BROKE ANKLE DURING CLIMB. 15 N SWL (SNOW HILL VOR) NEAR SALISBURY, MD
WEATHER......KSBY 211554Z 27005KT 4SM HZ FEW047 29/19 A2999 RMK AO2
DAMAGE......None
LOC_CITY......SALISBURY
LOC_STATE......MD
OCCUR_DATE......2004-07-21
DEPART_PT......CHARLESTON, SC (CHS)
DESTINAT......NEW YORK, NY (JFK)
I’m posting this today because (1) I find conversation on this topic to be enlightening, and (2) it happened yesterday. At first blush my initial urge is to use this as an object lesson for those passengers who can’t seem to understand that being in your seat, strapped-in, even in smooth air, is always a good idea. Of course, there’s also an obvious reminder to cabin crew that they’re in a tube going a zillion miles per hour in a dynamic environment. But, moreover, I always tend to think that fodder for general TCAS and ATC discussions are never a bad idea…
If I'm wrong, I'd ask a mod to please delete the post.
Dave
First, I hasten to point out that I’m not trying to be sensationalist here. I fully understand that these things happen, not infrequently, and this example does not approach “catastrophic.” On the other hand, neither is it a non-event.
REGIS_NO......COM645
MAKE_MOD......CRJ1
M_MOD_DESC......CANADAIR CRJ-100, RJ-100 REGIO
OPERATOR......COMAIR
PHASE......Cruise
OCCUR_DESC......COM 645 AT FL290 RESPONDED TO TCAS RA TO CLIMB FOR AIRCRAFT CLIMBING OPPOSITE DIRECTION TO FL280. FLIGHT ATTENDANT BROKE ANKLE DURING CLIMB. 15 N SWL (SNOW HILL VOR) NEAR SALISBURY, MD
WEATHER......KSBY 211554Z 27005KT 4SM HZ FEW047 29/19 A2999 RMK AO2
DAMAGE......None
LOC_CITY......SALISBURY
LOC_STATE......MD
OCCUR_DATE......2004-07-21
DEPART_PT......CHARLESTON, SC (CHS)
DESTINAT......NEW YORK, NY (JFK)
I’m posting this today because (1) I find conversation on this topic to be enlightening, and (2) it happened yesterday. At first blush my initial urge is to use this as an object lesson for those passengers who can’t seem to understand that being in your seat, strapped-in, even in smooth air, is always a good idea. Of course, there’s also an obvious reminder to cabin crew that they’re in a tube going a zillion miles per hour in a dynamic environment. But, moreover, I always tend to think that fodder for general TCAS and ATC discussions are never a bad idea…
If I'm wrong, I'd ask a mod to please delete the post.
Dave
No, a timely piece.
No matter how many times you remind, them pax seem to blow off the seatbelt admonishment. Some are going to pay with their lives.
As to the TCAS, wouldn't want to fly without it. Its uses go beyond simply keeping up with possible conflictions. One of my favorites is to use it to keep myself spaced on my interval to the runway. I can tell if they have thrown out the anchor and if I need to do the same to avoid a go around. Use it when following heavies to get an idea as to their altitude in relation to me. Helps me to figure out what rate to descend to avoid its wake. I particularly like it during thunderstorm season. Its overlaid on WX radar. Its one factor in determining best routes through lines by watching the courses of others approaching lines of storms at same and differing atitudes. I also like it in GA laden areas where controllers are soo busy seperating IFR aircraft that they don't have time for VFR traffic. A cessna hurts almost as much as a Boeing. While controllers may disagree, its helps with my SA. Before I ask for higher/lower/route change I look to see if there is any conflicting traffic. Why ask if I can tell the answer is no, at least at that point.
I really feel vulnerable when its deferred.
No matter how many times you remind, them pax seem to blow off the seatbelt admonishment. Some are going to pay with their lives.
As to the TCAS, wouldn't want to fly without it. Its uses go beyond simply keeping up with possible conflictions. One of my favorites is to use it to keep myself spaced on my interval to the runway. I can tell if they have thrown out the anchor and if I need to do the same to avoid a go around. Use it when following heavies to get an idea as to their altitude in relation to me. Helps me to figure out what rate to descend to avoid its wake. I particularly like it during thunderstorm season. Its overlaid on WX radar. Its one factor in determining best routes through lines by watching the courses of others approaching lines of storms at same and differing atitudes. I also like it in GA laden areas where controllers are soo busy seperating IFR aircraft that they don't have time for VFR traffic. A cessna hurts almost as much as a Boeing. While controllers may disagree, its helps with my SA. Before I ask for higher/lower/route change I look to see if there is any conflicting traffic. Why ask if I can tell the answer is no, at least at that point.
I really feel vulnerable when its deferred.
Join Date: Jun 1999
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Folks,
What is really interesting is that the response time built in to the TCAS system is generally such that the required attitude change to satisfy a corrective RA should not result in injuries in the cabin. Most RAs require attitude changes of around 5 degrees at cruise speeds within a 5 second response time - that is generally much slower than the rotation rate for take-off!!
Stay Alive,
What is really interesting is that the response time built in to the TCAS system is generally such that the required attitude change to satisfy a corrective RA should not result in injuries in the cabin. Most RAs require attitude changes of around 5 degrees at cruise speeds within a 5 second response time - that is generally much slower than the rotation rate for take-off!!
Stay Alive,
