CRJ first trip @ FL410
12-17-2009 | 10:33 AM
#61
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From: praying to the saints
Hey Tony,
What is it with your fleet manager? He forget how to reply to emails or something? What a piece of work.
Glad to see you're still doing well.
What is it with your fleet manager? He forget how to reply to emails or something? What a piece of work.
Glad to see you're still doing well.
12-17-2009 | 03:47 PM
#62
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Like most here, I can't see any benefit to cruising anywhere near FL410 in a 200.
Under normal conditions, the higher you are, the lower your True Air Speed will be and you won't save much fuel.
Stay low, fast, and safe!
AL
Under normal conditions, the higher you are, the lower your True Air Speed will be and you won't save much fuel.
Stay low, fast, and safe!
AL
Last edited by alvrb211; 12-17-2009 at 04:29 PM.
12-17-2009 | 04:42 PM
#63
Doing One Pilot's Job
Joined: Sep 2005
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Originally Posted by alvrb211
Under normal conditions, the higher you are, the lower your True Air Speed will be and you won't save much fuel.
The difference in fuel burn between those altitudes is probably 800-1000pph.
12-17-2009 | 05:09 PM
#64
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The opportunity cost of flying a CRJ at FL410 is safety and time. The opportunity to save fuel on short routes following a long slooow climb is of little value.
AL
12-18-2009 | 02:57 AM
#66
Doing One Pilot's Job
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Originally Posted by IrishTiger
I had a captain take me to 370 in a 200 one day in the summer with convective activity around (THAT HE WANTED TO GO OVER!!!!). I about crapped a golden easter egg. I told him I was uncomfortable with it, but he did it anyways
Was it a "fear of the unknown" because you had never been to the max "capped" ceiling of the plane before, or was it because the captain climbed when you felt the airplane simply didn't have the performance (climb weight & speed) to get up there?
Do you have any idea what your weight & ISA temps were, as well as the mach when you started the climb & when you leveled off? What did you ultimately accelerate to after leveling off?
I don't ask to pick on you, I'm genuinely curious.
Its been a hair over 2 years since I've been in a CRJ cockpit, but don't most/all airlines have 1.3G charts up there?
12-18-2009 | 03:25 AM
#67
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From: Self employed
12-18-2009 | 03:47 AM
#68
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If memory serves, there was a chart in the 'wine list' binder that showed ISA vs. altitude with a resultant safe altitude.
12-18-2009 | 03:59 AM
#69
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From: DD->DH->RU/XE soon to be EV
Sure........OK 
12-18-2009 | 05:09 AM
#70
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Why were you uncomfortable going to FL370?
Was it a "fear of the unknown" because you had never been to the max "capped" ceiling of the plane before, or was it because the captain climbed when you felt the airplane simply didn't have the performance (climb weight & speed) to get up there?
Do you have any idea what your weight & ISA temps were, as well as the mach when you started the climb & when you leveled off? What did you ultimately accelerate to after leveling off?
I don't ask to pick on you, I'm genuinely curious.
Its been a hair over 2 years since I've been in a CRJ cockpit, but don't most/all airlines have 1.3G charts up there?
Was it a "fear of the unknown" because you had never been to the max "capped" ceiling of the plane before, or was it because the captain climbed when you felt the airplane simply didn't have the performance (climb weight & speed) to get up there?
Do you have any idea what your weight & ISA temps were, as well as the mach when you started the climb & when you leveled off? What did you ultimately accelerate to after leveling off?
I don't ask to pick on you, I'm genuinely curious.
Its been a hair over 2 years since I've been in a CRJ cockpit, but don't most/all airlines have 1.3G charts up there?
At FL370 in a 200 in summer, you really don't need to be trying to outclimb convective activity.
Regardless of their mach # in the climb, if it was constant, their TAS was decreasing. Sounds like the Captain was experimenting.
Al
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