C Series Info
01-30-2018, 04:07 PM
#2161
Gets Weekends Off
Joined APC: Feb 2007
Position: BassTracker
Posts: 664
Originally Posted by Milk Man
Even worse when ATC says maintain 180kt to FAF, and then guys still slow to full config speed 3 miles from fix. Why guys do that, I will never understand.
01-30-2018, 04:47 PM
#2163
Gets Weekends Off
Joined APC: Sep 2014
Position: 737B
Posts: 366
, with its modern wing/flapmdes
Originally Posted by Milk Man
Is that breast milk?
01-30-2018, 05:56 PM
#2164
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Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Originally Posted by asacimesp
CRJ 200's with the "hard wing" were 142kts VRef at max gross landing weight at flaps 45....(more often than not these days) which led to a minimum final approach speed of 147 kts indicated. The -88 lands at almost the exact same speeds if not a few knots less when at flaps 28..... Flaps 40 further lowers those speeds. All that said, the CRJ and -88 generally are within about 10kts of each other. Hardly insurmountable from ATC's perspective. I would imagine the c-series is certified to land "partial flaps" which would put its Ref & approach speeds in the ballpark of everything else making it much less of an issue.
01-30-2018, 06:47 PM
#2165
Gets Weekends Off
Joined APC: Jan 2007
Position: 7ERA
Posts: 1,216
Originally Posted by Ship741
As far as I can tell, that is an enthusiast's website, he can put whatever logo on whatever MSN he wants.
Having said that, those were supposedly originally earmarked for Delta several months ago. And I'm sure Bombardier is extremely grateful for how Delta has acted through this whole ordeal and that they will move heaven and earth to get us some planes....but July still seems optimistic to me.
Having said that, those were supposedly originally earmarked for Delta several months ago. And I'm sure Bombardier is extremely grateful for how Delta has acted through this whole ordeal and that they will move heaven and earth to get us some planes....but July still seems optimistic to me.
01-30-2018, 09:28 PM
#2166
Gets Weekends Off
Joined APC: Jul 2010
Position: window seat
Posts: 12,522
Originally Posted by CBreezy
I flew the E145. The Vref at Max landing weight was 128 for flaps 45. That puts ref at 123-126 for normal landing weights. So, like I said, in the mid-120s. O'Hare is full of 145s and there isn't a single problem there with spacing.
01-31-2018, 05:26 AM
#2167
Gets Weekends Off
Joined APC: Sep 2006
Posts: 1,233
Originally Posted by asacimesp
CRJ 200's with the "hard wing" were 142kts VRef at max gross landing weight at flaps 45....(more often than not these days) which led to a minimum final approach speed of 147 kts indicated. The -88 lands at almost the exact same speeds if not a few knots less when at flaps 28..... Flaps 40 further lowers those speeds. All that said, the CRJ and -88 generally are within about 10kts of each other. Hardly insurmountable from ATC's perspective. I would imagine the c-series is certified to land "partial flaps" which would put its Ref & approach speeds in the ballpark of everything else making it much less of an issue.
Not sure about exact ref speeds, but QRLL is 6000 feet, which make the CS absolute champion of Delta's QRLL, with 319 at 6500/319WV at 6700 (med brakes), 88 and 717, 752 and 737-7 at 7000.
01-31-2018, 07:39 AM
#2169
Banned
Joined APC: Feb 2007
Position: Delta Gear Slinger
Posts: 415
Originally Posted by gloopy
Maybe they've gotten used to it and spaced accordingly then. At busy airports lately though (last couple years for sure) it seem like min ("visual") spacing on final is rapidly becoming the norm, to the point where not making the expected turn off is a likely go-around. We'll see. Like I said, its nothing insurmountable by any means. But its still a pretty big difference to throw tons of flights a day into an airport like ATL with that big a difference. Easily mitigated by ATC spacing, but will they be proactive and do it?
01-31-2018, 08:04 AM
#2170
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Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Originally Posted by RamenNoodles
I do approaches on the 717 with approach speeds in the high 120’s to low 130’s pretty consistently and it’s never an issue. ATC min spacing allows for some level of compression between the marker and the runway.
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