ASE Operations
11-13-2006, 06:41 AM
#1
Gets Weekends Off
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Joined APC: Sep 2005
Position: Lots and Lots of Days Off
Posts: 586
ASE Operations
I see now that Skywest is operating the CRJ700 into ASE from DEN. When I was in training we were told that the Dash and the Avro were the only 121 operated turbines that could get into/out of ASE. Came down to being able to fly slow enough in the event of a balked landing to turn inside of terrain.
I was under the impression the CRJ series couldn't meet the performance. Can someone at Skywest comment on what your ASE program looks like and if you are weight restricted going in/out and what your ops say for balked landings?
I miss flying the Avro in there. Tense sometimes, but was always worth it in terms of sights!
The ASE market was a money maker for NWA, I am wondering if the CRJ900 or EMB-175 that they have orders for are going to be able to operate at ASE.
I was under the impression the CRJ series couldn't meet the performance. Can someone at Skywest comment on what your ASE program looks like and if you are weight restricted going in/out and what your ops say for balked landings?
I miss flying the Avro in there. Tense sometimes, but was always worth it in terms of sights!
The ASE market was a money maker for NWA, I am wondering if the CRJ900 or EMB-175 that they have orders for are going to be able to operate at ASE.
11-13-2006, 07:05 AM
#2
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 40,091
The 700 has pretty good power/weight. Only specially trained crews can do the Aspen run, and they have to qualify in a five day special sim training event.
They are then locked into doing aspen as their primary route for 9 months (I think), but I've heard they get a lot of days off and long layovers. Hmmm...night skiing?
They are then locked into doing aspen as their primary route for 9 months (I think), but I've heard they get a lot of days off and long layovers. Hmmm...night skiing?
11-13-2006, 09:23 AM
#3
Gets Weekends Off
Thread Starter
Joined APC: Sep 2005
Position: Lots and Lots of Days Off
Posts: 586
We had something similar, 3-day training, 90 day qual. No long layovers though!
I was more interested in the Airport Analysis for the 700. For example, in the Avro, rejected rwy 15 landing was flown at 30 degrees bank, Ref+10 and flaps 30...speed worked out to be 117-130 knots depending on weight. I was under the impression that a CRJ could not maneuver (30 bank) in the 130 knot range. Maybe it is the slats on the 700 and 900 that make the difference for slow speed manuevers. That is sort of the info I was trying to extract from your ASE operations handouts. Just kind of wanted to get the feel for the "pucker factor" involved on the CRJ.
I was more interested in the Airport Analysis for the 700. For example, in the Avro, rejected rwy 15 landing was flown at 30 degrees bank, Ref+10 and flaps 30...speed worked out to be 117-130 knots depending on weight. I was under the impression that a CRJ could not maneuver (30 bank) in the 130 knot range. Maybe it is the slats on the 700 and 900 that make the difference for slow speed manuevers. That is sort of the info I was trying to extract from your ASE operations handouts. Just kind of wanted to get the feel for the "pucker factor" involved on the CRJ.
11-13-2006, 10:18 AM
#4
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 40,091
We had something similar, 3-day training, 90 day qual. No long layovers though!
I was more interested in the Airport Analysis for the 700. For example, in the Avro, rejected rwy 15 landing was flown at 30 degrees bank, Ref+10 and flaps 30...speed worked out to be 117-130 knots depending on weight. I was under the impression that a CRJ could not maneuver (30 bank) in the 130 knot range. Maybe it is the slats on the 700 and 900 that make the difference for slow speed manuevers. That is sort of the info I was trying to extract from your ASE operations handouts. Just kind of wanted to get the feel for the "pucker factor" involved on the CRJ.
I was more interested in the Airport Analysis for the 700. For example, in the Avro, rejected rwy 15 landing was flown at 30 degrees bank, Ref+10 and flaps 30...speed worked out to be 117-130 knots depending on weight. I was under the impression that a CRJ could not maneuver (30 bank) in the 130 knot range. Maybe it is the slats on the 700 and 900 that make the difference for slow speed manuevers. That is sort of the info I was trying to extract from your ASE operations handouts. Just kind of wanted to get the feel for the "pucker factor" involved on the CRJ.
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