CJ-900 floating tendency
#11
Gets Weekends Off
Joined APC: Aug 2014
Posts: 184
The main thing is most people flare too much. I’ve found that I used to have my seat positioned too low and would flare a good bit. Once I started positioning my seat in the correct spot for landing and not glaring as much it makes for a beautiful landing. I’ll start walking the power back on the 100 foot call, little more on the 50. It’s out by 20 and just a small touch of flare and sometimes even a tad bit of forward pressure on the yoke. I saw so many captains doing that for the longest time and always would grease it and then I started doing it. If you try to pull back too hard right before it touches, the way the main gear is positioned, it’ll also make for a harder landing. The elevator is basically just pushing the wheels down harder at that point.
Sent from my iPhone using Tapatalk
Sent from my iPhone using Tapatalk
#13
Gets Weekends Off
Joined APC: Mar 2005
Posts: 1,888
Pilots tend to carry power and airspeed in an attempt to "grease" the landing. Really you should be crossing the threshold at the bottom of the bucket, VRef, but most pilots cross the threshold at the middle of the bucket to the top of the bucket- VRef +5-10.
While we tend to judge pilots on that smooth touchdown I would much rather see a pilot make a "firm" (not hard), landing but not use up the TDZ versus a greaser that barely makes it into the TDZ. Too often I see pilots get in the habit of trying to make that smooth landing, then also not using much braking or TR's. Great if the conditions are perfect but less than desirable if you run into issues. I've had to use almost all of 4R at DTW when I was the first to land with MU's of 40+. If I had not used maximum braking and TR's we probably would have gone off the end.
https://www.faa.gov/documentLibrary/.../AC_91-79A.pdf
While we tend to judge pilots on that smooth touchdown I would much rather see a pilot make a "firm" (not hard), landing but not use up the TDZ versus a greaser that barely makes it into the TDZ. Too often I see pilots get in the habit of trying to make that smooth landing, then also not using much braking or TR's. Great if the conditions are perfect but less than desirable if you run into issues. I've had to use almost all of 4R at DTW when I was the first to land with MU's of 40+. If I had not used maximum braking and TR's we probably would have gone off the end.
https://www.faa.gov/documentLibrary/.../AC_91-79A.pdf
Last edited by Blackhawk; 05-21-2018 at 07:19 AM.
#14
Line Holder
Joined APC: Aug 2017
Posts: 41
#16
Gets Weekends Off
Joined APC: Dec 2017
Posts: 658
#17
Line Holder
Joined APC: Aug 2017
Posts: 41
#18
Thats not what I said. I am on the 200 but scheduled to transition to the 900 which at 9E is called "differences" because we don't fly all 3 variants like you do. This thread is more of a landing technique as I'm interested to see the different techniques and insight before I get onto the line. I'm sure my OE captain and the guys in simland will have their input but I don't think there is much wrong with throwing it out to the forum. Not trying to start a d*ck measuring contest, but the 200 is significantly easier to land than the 900, so thats why I'm asking.
#19
Gets Weekends Off
Joined APC: Oct 2008
Position: JAFO- First Observer
Posts: 997
Just wondering/hypothetical: Since the -900 fuselage is longer than the -700, are the Ref speeds higher (not just due to increased gross weight) but also for tail strike protection? If true, this would suggest more “float” is possible.
#20
Gets Weekends Off
Joined APC: Dec 2017
Posts: 658
Thats not what I said. I am on the 200 but scheduled to transition to the 900 which at 9E is called "differences" because we don't fly all 3 variants like you do. This thread is more of a landing technique as I'm interested to see the different techniques and insight before I get onto the line. I'm sure my OE captain and the guys in simland will have their input but I don't think there is much wrong with throwing it out to the forum. Not trying to start a d*ck measuring contest, but the 200 is significantly easier to land than the 900, so thats why I'm asking.
I carry the thrust in to about 30, then slowly pull it off to be closed by 10. Judge my roundout and flair by how quick or slowly the 30, 20, 10 calls come. My biggest issue was eyes down the runway. Like it was stated above a firm landing in the 900 is not only anticipated it’s desired. It’s too easy to have that thing drop out from under you if you flair too high and/or pull the power off too soon.
Just my .02, and again everyone has found their own knack for landing it.
Thread
Thread Starter
Forum
Replies
Last Post