CRJ first trip @ FL410
12-16-2009 | 09:06 AM
#32
Gets Weekends Off
Joined: Aug 2007
Posts: 294
Likes: 0
From: rear GV
who give a flying tea cup how high you can go and how fast my airplane is. all comes down to the 15th and 30th of the month when i get a paycheck.
12-16-2009 | 10:01 AM
#37
Tri-tanic operator
Joined: Jul 2006
Posts: 2,382
Likes: 0
From: Doggie
Yeah, I know ... been there, done that ! 
Back to the question of buffett margin. It has been awhile for me, but I thought that the CRJ-200 did have a very small envelope (20-30K) at 410. I know the first pic is of a 900, but someone claims the 200 margin is also 80K ?
I'm so old it could be blurred, but when I had initial training on the CRJ-200 in Montreal, the sim instructor made a lasting impression on me by climbing the sim to 410 and "demonstrating" the balancing on a pinhead design. Has my recollection of this event become blurred with age ?
Back to the question of buffett margin. It has been awhile for me, but I thought that the CRJ-200 did have a very small envelope (20-30K) at 410. I know the first pic is of a 900, but someone claims the 200 margin is also 80K ?
I'm so old it could be blurred, but when I had initial training on the CRJ-200 in Montreal, the sim instructor made a lasting impression on me by climbing the sim to 410 and "demonstrating" the balancing on a pinhead design. Has my recollection of this event become blurred with age ?
12-16-2009 | 10:02 AM
#38
Doing One Pilot's Job
Joined: Sep 2005
Posts: 7,883
Likes: 119
Always look at the 1.3G charts...
12-16-2009 | 11:34 AM
#39
Gets Weekends Off
Joined: Jan 2007
Posts: 2,356
Likes: 0
From: CRJ
With the crj's wing design and the underpowered engines it is a safer bet to stay in the mid 30's than it is to take it up to 410 and pray for smooth air. (If you really want to get technical its not that the engines are underpowered as much as it is the plane is nose heavy and the tail isn't able to create enough lift to compensate for it at altitude, but thats another discussion) I agree with most everyone on here. after 3000 hours in the plane with about 1200 of that PIC I don't think the possible gains at 410 out way the risks of being there. Turbulence, engine failure, or the likes can be just enough to kick part of the wing into a stall. Like mooney said being up there is like trying to balance the plane on the head of a needle.
12-16-2009 | 11:39 AM
#40
Gets Weekends Off
Joined: Dec 2005
Posts: 4,047
Likes: 20
From: 7ER B...whatever that means.
Originally Posted by TrojanCMH
What do the big boeings hold in FPM up to the high altitudes. The ERJ can hold 1000 FPM up to 370 on a hot day. What does a 76, 73, airbus do?
Now the XR, that is a different beast. She'll go right on up in pretty much any weight/temp condition without a lot of babying.
Thread
Thread Starter
Forum
Replies
Last Post
