CRJ 200 Flaps
10-11-2009 | 07:19 PM
#61
Gets Weekends Off
Joined: Mar 2007
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From: 88B - Loud Pipes Save Lives
Agree. Its been awhile so my system knowledge on it is fuzzy but I flew it for 10 years and can't think of a reason why B pumps on would matter for the gear doors. 3B is always on and 2A is always on so why would it matter for other B pumps except for redundancy?
10-11-2009 | 09:12 PM
#62
Da Hudge
Joined: Oct 2006
Posts: 17,473
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From: Poodle Whisperer
This is correct except with certain mechnical failures.
The only time to put the 3B pump on to assist the gear door is if you needed the gear down before any flaps were selected. Proved several times that it was very possible to do 250 to the marker in the CRJ-200. Fun airplane!
10-11-2009 | 09:46 PM
#63
Gets Weekends Off
Joined: Sep 2009
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Whats up with the putting the statement or question out there and then the next line says "discuss"? Just state the question or make the statement. People will then respond if they want to. The " Discuss" line is ridiculous.
I regards to your question, the 200 has flap issues. Restricting to 200 KIAS is expected to reduce the number of FLAPS FAIL problems.
I regards to your question, the 200 has flap issues. Restricting to 200 KIAS is expected to reduce the number of FLAPS FAIL problems.
I think you're arrogance is ridiculous. Get a grip.
10-12-2009 | 11:12 PM
#64
Line Holder
Joined: Jul 2008
Posts: 74
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From: 767 Captain
One more thing keep in mind when slowing down at flight idle with full boards deployed. It gives you a very narrow margin above the stall protection system (SPS) as you approach 200 KIAS clean. I once had the SPS briefly activate while descending and slowing to 200 during an approach. I was at flight idle, with full boards, and just before achieving the required 200 KIAS for flaps, we entered a small cumulus cloud. The sudden jolt of light turbulence was just enough to trip the shaker.
I’ve since noticed that you tend to be below the green reference line when approaching 200 KIAS clean with full boards deployed. You know, the green line that everyone says is only valid with full flaps in the landing configuration, but perhaps the validity of the green line is a debate for another thread. I’ve heard and read conflicting things concerning the green reference line.
10-13-2009 | 02:46 AM
#65
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Joined: Mar 2007
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The problem is that seldom do pilots plan their own descents these days. ATC dictates speed and altitudes and often what they require is beyond the capabilities of the aircraft sans spoliers. You could always tell them you are unable to comply but then you risk delay vectors and such. Use the spoilers and call it good.
10-13-2009 | 04:08 AM
#66
Doing One Pilot's Job
Joined: Sep 2005
Posts: 7,891
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Far too many pilots (IMO), when given a crossing restriction 75-100nm down the road, will immediately spin 1000-1500fpm down and start the descent...when any airplane equipped with advisory VNAV could just as easily have the descent angle set at 3.5-4.5 degrees and follow the snowflake down for fuel savings.
10-13-2009 | 05:18 AM
#67
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Joined: Jun 2007
Posts: 4,223
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From: Legacy FO
Knowledge is power. Always go to the source documents.
Bombardier Model CL-600-2B19 (Regional Jet Series 100
Bombardier Model CL-600-2B19 (Regional Jet Series 100
10-13-2009 | 05:37 AM
#68
Gets Weekends Off
Joined: Dec 2007
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From: ATL
True with regards to the flaps out of zero, but having 3B in auto and extending the gear at 250 might cause a gear disagree. Is it a big deal? Not really if the gear still comes down. But to avoid that message and aural you can select 3B to on before extending the gear. Now since ASA always has 3B on it's a moot point.
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