CRJ tips and rules of thumb
03-24-2009, 02:10 PM
#61
Gets Weekends Off
Joined APC: Mar 2006
Position: 330 B
Posts: 1,610
Originally Posted by el jefe
I was shown the fuel flow technique on my first IOE trip, surprisingly it worked and you were nearly dead nuts at 300kts at 1500pph/e. It does get you in the right ballpark for fine tuning speed in cruise and descent.
I found most of the older captains who have flown 5+ types with my airline would use this technique since it worked so well on the older steam gauge aircraft. On the flip-side, all of the instructor pilots I have talked to or flown with agree that if Bombardier wanted you to fly the plane by FF then they would have made the numbers bigger on ED1.
I was told that a new pilot was taught the FF method on IOE and used it all through the first year. During their PC the FF gauge was inop on the sim and since they didn't know how to fly any other way, they failed the PC.
I found most of the older captains who have flown 5+ types with my airline would use this technique since it worked so well on the older steam gauge aircraft. On the flip-side, all of the instructor pilots I have talked to or flown with agree that if Bombardier wanted you to fly the plane by FF then they would have made the numbers bigger on ED1.
I was told that a new pilot was taught the FF method on IOE and used it all through the first year. During their PC the FF gauge was inop on the sim and since they didn't know how to fly any other way, they failed the PC.
03-24-2009, 03:36 PM
#63
The NeverEnding Story
Joined APC: Sep 2005
Posts: 7,514
Originally Posted by ExperimentalAB
Seriously? A 121 Captain didn't feel comfortable dispatching a plane without an A/P or FD's?! What does that say about us...
That, and the only FD that was broken was the CA side but the MEL they used made both INOP, so the CA called and made them change MEL numbers allowing my side to work.
Kind of like MEL'ing the APU door down leaving you without an APU, instead of MEL'ing the door up and putting a 300kt (IIRC) restriction on the plane...
KIDDING
06-28-2009, 02:13 PM
#66
Line Holder
Joined APC: Jul 2008
Position: 767 Captain
Posts: 74
Ground Cooling
I know, old thread, but I came across something worth sharing.
Ground cooling – If you are connected to ground air (APU off), you can nearly double to air flow out of the gaspers by simply selecting the right PAC on. I don’t know why or how, but it works. The right will show green on the ECS page even though it’s actually off.
I heard there are a few saying it’s not good on system, but word is getting around and allot of folks are using this technique to help keep the cabin cool on the ground. Until they put out something official, its worth using.
Ground cooling – If you are connected to ground air (APU off), you can nearly double to air flow out of the gaspers by simply selecting the right PAC on. I don’t know why or how, but it works. The right will show green on the ECS page even though it’s actually off.
I heard there are a few saying it’s not good on system, but word is getting around and allot of folks are using this technique to help keep the cabin cool on the ground. Until they put out something official, its worth using.
06-28-2009, 09:06 PM
#67
Gets Weekends Off
Joined APC: Dec 2007
Position: ATL
Posts: 413
Originally Posted by String682
I know, old thread, but I came across something worth sharing.
Ground cooling – If you are connected to ground air (APU off), you can nearly double to air flow out of the gaspers by simply selecting the right PAC on. I don’t know why or how, but it works. The right will show green on the ECS page even though it’s actually off.
I heard there are a few saying it’s not good on system, but word is getting around and allot of folks are using this technique to help keep the cabin cool on the ground. Until they put out something official, its worth using.
Ground cooling – If you are connected to ground air (APU off), you can nearly double to air flow out of the gaspers by simply selecting the right PAC on. I don’t know why or how, but it works. The right will show green on the ECS page even though it’s actually off.
I heard there are a few saying it’s not good on system, but word is getting around and allot of folks are using this technique to help keep the cabin cool on the ground. Until they put out something official, its worth using.
Last edited by atlmsl; 06-28-2009 at 09:22 PM.
06-28-2009, 09:10 PM
#68
Inverted
Joined APC: Jun 2009
Position: CL65 CA
Posts: 536
hit the RA test butting while someone has the boards out, always fun to give them a shake up.
or
if you like to use speed mode, turn the knob up and back real quick to the bug speed and then hit the speed mode button and the plane will climb or descend at the speed you had bugged, not bug the speed at which you hit the speed mode button at, but be quick with the click up and back or it won't work for ya.
or
if you like to use speed mode, turn the knob up and back real quick to the bug speed and then hit the speed mode button and the plane will climb or descend at the speed you had bugged, not bug the speed at which you hit the speed mode button at, but be quick with the click up and back or it won't work for ya.
06-28-2009, 10:44 PM
#69
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
To keep from the strong pitchover at flaps 20 selection with the a/p on and v/s active, select pitch mode, let the airplane stabilize, and then reselect v/s mode.
I always referenced (the key word) weight +20 for my power setting down final. Above all, I flew whatever needed to be flown.
The CRJ can do 250 to the marker- it is not THAT slippery. Hit the marker at 250, roll it to idle and full speed brakes... 3B pump on, gear down, configure on schedule. If you do it right, you'll be stabilized by 500 feet. Don't forget to announced "hold my beer, watch this" to the CVR.
I always referenced (the key word) weight +20 for my power setting down final. Above all, I flew whatever needed to be flown.
The CRJ can do 250 to the marker- it is not THAT slippery. Hit the marker at 250, roll it to idle and full speed brakes... 3B pump on, gear down, configure on schedule. If you do it right, you'll be stabilized by 500 feet. Don't forget to announced "hold my beer, watch this" to the CVR.
