CRJ tips and rules of thumb
03-21-2009, 11:53 AM
#11
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Joined APC: Feb 2008
Position: Professional Expat
Posts: 326
A very weather beaten and experienced Captain I flew with years ago taught me that to use N1 or N2 for power settings on a jet wasn't the right way to go due to a variety of factors. Using Fuel Flow was better. He proved it mathematically but I forget how
In the CRJ, I use 1300lbs, fully configured and on the glide slope. For 250 kts, level and clean, around 1100lbs. Works a treat and much easier to remember.
In the CRJ, I use 1300lbs, fully configured and on the glide slope. For 250 kts, level and clean, around 1100lbs. Works a treat and much easier to remember.
03-21-2009, 12:54 PM
#12
Gets Weekends Off
Joined APC: May 2007
Posts: 170
Speed mode...heading mode... 600ft..autopilot ON.
Stare out the window for a bit.
200 Ft, autopilot off, thrust idle. Land.
If it was me, I'd just study systems and limitations once in a while. Flying a CRJ is as easy as it gets. Until you get that airbus job.
Stare out the window for a bit.
200 Ft, autopilot off, thrust idle. Land.
If it was me, I'd just study systems and limitations once in a while. Flying a CRJ is as easy as it gets. Until you get that airbus job.
03-21-2009, 01:18 PM
#14
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Joined APC: Jan 2007
Position: Self employed
Posts: 3,048
Originally Posted by RU4692
descending through 11000 for <10000 over 300kts, if you pull to idle and set VS for 800-900 ft per min, you will to slow to 250 right at 10K.
I also just build a fix of ABC/-7 so that the snowflake will provide guidance.
03-21-2009, 01:21 PM
#15
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 39,297
Originally Posted by RU4692
60-65% N1 on ILS' always keeps you in the ballpark for slowing to Vref past the FAF. Also, if your descending through 11000 for <10000 over 300kts, if you pull to idle and set VS for 800-900 ft per min, you will to slow to 250 right at 10K.
03-21-2009, 01:36 PM
#16
intentionally left blank
Joined APC: Jul 2007
Position: Bus Co-Driver
Posts: 284
On the fuel flow statement concerning power settings: When in level flight, total fuel flow times ten = speed..
Or, the way my brain processes, half the airspeed and that's your desired fuel flow. My mind just takes care of that last digit with an imaginary decimal or something.
1500 lbs per hour, per side = 300 knots; 1250 lbs per hour, per side = 250 knots; 1000 lbs per hour, per side = 200 knots
Or, the way my brain processes, half the airspeed and that's your desired fuel flow. My mind just takes care of that last digit with an imaginary decimal or something.
1500 lbs per hour, per side = 300 knots; 1250 lbs per hour, per side = 250 knots; 1000 lbs per hour, per side = 200 knots
03-21-2009, 02:47 PM
#17
Line Holder
Joined APC: Jul 2008
Position: 767 Captain
Posts: 74
Ballpark figures and miscellaneous notes I’ve collected:
- Takeoff using raw data, pitch 12°–13° for 200 KIAS, 7½° for 250 KIAS.
- Descents using VSI mode: 1.9 VSI should equal about 250 KIAS. 1.4 VSI 210 KIAS
- Slowing down, appx 1 NM for every 10 KIAS. Slowing from 310 to 250 should require about 6 NM.
- Slowing to 250 KIAS at 10,000 ft. Several techniques can be used:
“7-11”, at 11,000 ft, set 700 FPM
“12 & 12”, at 12,000 ft, set 1200 FPM
I simply set 500 FPM crossing 11,000 ft, which seems to work just fine.
- The cabin temperature selector, the unmarked line at the 3 o’clock position represents 25°c, and MAX represents 28°c. Unless the cabin temp. indicates something outside this range, adjusting the cabin temp. control in auto mode will not yield any results, only manual mode will.
- There is a soda can holder just forward of the oxygen mask on the FO’s side. Well, not really, but it works perfectly for holding cans in place so one can use the actual cup holder for your ice cup. If you look at the side panels between the O2 mask and the cup holder, there is a small ledge that hangs out, which is actually a recessed area that provides clearance for a second tiller. The same side panel can be seen on the captain side, but since there is a tiller on his side, he cannot use ledge for holding soda cans.
- Descent planning, another option to building the standard 30 NM fix at 11,000 ft is to simply enter the field elevation for the airport fix. Some folks don’t like this method because it sometimes conflicts with the preloaded altitudes, which would show in yellow. If you wanted to split hairs, you could enter the TDZE plus 50 ft, since that’s where you actually want the 3° profile to take you.
03-21-2009, 03:02 PM
#18
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Joined APC: Jun 2008
Position: Professional Monkey Trainer
Posts: 309
Originally Posted by rickair7777
Descending through 12,000, power idle and VS -1.2 will also get 10K/250. 12 and 12 rule...easy to remember. Seems to work on all RJ models.
03-21-2009, 03:11 PM
#19
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Joined APC: Jun 2008
Position: Professional Monkey Trainer
Posts: 309
Originally Posted by Slice
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