AWAC Hiring Spring 2010
11-19-2009, 11:02 AM
#31
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Joined APC: Jul 2006
Posts: 2,890
CRJ reverse
I always thought this was kind of weird regarding CRJ thrust reverse:
While riding as a pax, I'd always notice that reverse would never occur until the aircraft was almost as slow as 80 kts or even slower. It just seemed like a long time between main gear touchdown and hearing the engines going into reverse, at which point we're practically stopped. The reverse would last maybe 3 seconds. It almost seemed a waste, since I could feel the aircraft slowing before reverse was even activated. What gives? Just curious because on most jets I've flown, specifically the 75/76, I get reverse thrust going before the nosewheel even touches down. Greatly reduces stopping distance. Can this be done on the CRJ? Thanks for your replies.
73
While riding as a pax, I'd always notice that reverse would never occur until the aircraft was almost as slow as 80 kts or even slower. It just seemed like a long time between main gear touchdown and hearing the engines going into reverse, at which point we're practically stopped. The reverse would last maybe 3 seconds. It almost seemed a waste, since I could feel the aircraft slowing before reverse was even activated. What gives? Just curious because on most jets I've flown, specifically the 75/76, I get reverse thrust going before the nosewheel even touches down. Greatly reduces stopping distance. Can this be done on the CRJ? Thanks for your replies.
73
11-19-2009, 11:13 AM
#33
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Joined APC: Jul 2006
Posts: 2,890
Johnso, do you guys over at NWA (oops I mean DL lol) have that limitation where you can't crack the buckets until the nosewheel is down? That was a biggie on the Mad Dog here at AA b/c you could drag the clamshells on the runway if the nose was too high. Same case on the -9?
73
73
11-19-2009, 11:21 AM
#34
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Joined APC: Oct 2006
Position: B757/767
Posts: 13,088
Originally Posted by aa73
Johnso, do you guys over at NWA (oops I mean DL lol) have that limitation where you can't crack the buckets until the nosewheel is down? That was a biggie on the Mad Dog here at AA b/c you could drag the clamshells on the runway if the nose was too high. Same case on the -9?
73
73
If the runway is NOT contaminated we can deploy them before the nosewheel touches down, but have to wait for the nosewheel to touch in order to spool them.
If the runway IS contaminated we must wait until the nosewheel is down before we can deploy them.
My guess is it has to do with how the clamshells can hinder the aerodynamic effectiveness of the rudder. I don't know if DAL has the same limitation as AA on their Mad Dogs, as they are much longer then even a DC-9-50.
11-19-2009, 11:25 AM
#35
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Joined APC: Feb 2008
Position: Professional Expat
Posts: 326
Originally Posted by BSOuthisplace
30ish new hires seems like a lot just to cover attrition and increased summer flying, especially with people on furlough. Could some of this be in anticipation of MESA liquidating in March, or the new FAA duty regs?
We've been about 10-20 CA's short for about 2 years now.
The new FAA duty regs won't come into effect until after the NPRM process and that will be at least 6-12 months from now, according to the 3 Feds I've taken to PIT from DCA this week.
30 isn't really a lot because we've been beating the cr@p out of the RSV's for at least the last 18 months.
I doubt this anything to do with MESA.
11-19-2009, 01:18 PM
#36
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Joined APC: Jul 2007
Position: Gear Slinger
Posts: 316
Originally Posted by johnso29
Couldn't it be different for Air Wisconsin?
I know on some aircraft it's 60 knots to prevent ingesting FOD.
I know on some aircraft it's 60 knots to prevent ingesting FOD.
11-19-2009, 01:23 PM
#37
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Joined APC: Dec 2007
Position: ATL
Posts: 413
Originally Posted by aa73
I always thought this was kind of weird regarding CRJ thrust reverse:
While riding as a pax, I'd always notice that reverse would never occur until the aircraft was almost as slow as 80 kts or even slower. It just seemed like a long time between main gear touchdown and hearing the engines going into reverse, at which point we're practically stopped. The reverse would last maybe 3 seconds. It almost seemed a waste, since I could feel the aircraft slowing before reverse was even activated. What gives? Just curious because on most jets I've flown, specifically the 75/76, I get reverse thrust going before the nosewheel even touches down. Greatly reduces stopping distance. Can this be done on the CRJ? Thanks for your replies.
73
While riding as a pax, I'd always notice that reverse would never occur until the aircraft was almost as slow as 80 kts or even slower. It just seemed like a long time between main gear touchdown and hearing the engines going into reverse, at which point we're practically stopped. The reverse would last maybe 3 seconds. It almost seemed a waste, since I could feel the aircraft slowing before reverse was even activated. What gives? Just curious because on most jets I've flown, specifically the 75/76, I get reverse thrust going before the nosewheel even touches down. Greatly reduces stopping distance. Can this be done on the CRJ? Thanks for your replies.
73
11-19-2009, 02:47 PM
#39
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Joined APC: Mar 2006
Position: 330 B
Posts: 1,610
Originally Posted by johnso29
I always thought it was weird that you have to arm the reversers on the CRJ's. On the ERJ you have them when you touch down, same on the DC9 although the DC9 is slightly older technology! 
11-19-2009, 02:53 PM
#40
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Joined APC: Mar 2006
Position: 330 B
Posts: 1,610
Originally Posted by wags3539
I don't have the book in front of me, but from memory I believe it's begin stowing them at the 80 knots call, and have them stowed by 60 for AWAC. If that's not exactly it, it's something similar and I usually stow them by 80 anyway.
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