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Crj 200
I just got awarded the CRJ 200 out of JFK after only flying the Saab for three months. i'm a little bummed i did not get to fly it that much but i have a hunch that my first left seat experience will be back in the Swedish Meatgrinder.
Is anyone else a 9E CRJ 200 pilot out of JFK on this site? |
inb4 crapstorm
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Originally Posted by Colnago
(Post 1087509)
inb4 crapstorm
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Originally Posted by flyboywbl
(Post 1087497)
I just got awarded the CRJ 200 out of JFK after only flying the Saab for three months. i'm a little bummed i did not get to fly it that much but i have a hunch that my first left seat experience will be back in the Swedish Meatgrinder.
Is anyone else a 9E CRJ 200 pilot out of JFK on this site? |
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I fly it ,out of JFK , and If your coming there senior to me , were already not friends !!! Lol j/k
Welcome .... :) |
The CRJ200 is essentially a Saab with jet engines and easier-to-learn systems... you'll learn to hate it eventually.. although the APU is nice in the summer ;)
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Originally Posted by rightside02
(Post 1087571)
I fly it ,out of JFK , and If your coming there senior to me , were already not friends !!! Lol j/k
Welcome .... :) I'm also excited to go back to training as I had a blast during Saab initial. I met a lot of cool people and made some great friends. Any tips for CRJ training are much appreciated, along with tips and tricks for getting in and out of JFK. -Matt |
Originally Posted by flyboywbl
(Post 1087627)
Hey I appreciate that! Yeah sorry, not trying to rub anyones nose in it. I'm just super excited to fly a plane with an APU and that can get above 25,000 feet! I look forward to flying with everyone out in JFK!
I'm also excited to go back to training as I had a blast during Saab initial. I met a lot of cool people and made some great friends. Any tips for CRJ training are much appreciated, along with tips and tricks for getting in and out of JFK. -Matt |
Originally Posted by What
(Post 1087650)
APU + >25,000 ft = SJS
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how did you get it after only 3 months in the saab? Have you been with colgan only 3 months? And i thought there was a 12 month seat lock
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Originally Posted by tom14cat14
(Post 1087656)
how did you get it after only 3 months in the saab? Have you been with colgan only 3 months? And i thought there was a 12 month seat lock
Seat locks go bye bye with a displacement |
Originally Posted by tom14cat14
(Post 1087656)
how did you get it after only 3 months in the saab? Have you been with colgan only 3 months? And i thought there was a 12 month seat lock
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Good luck in training, you'll do just fine!!
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Originally Posted by flyboywbl
(Post 1087655)
Haha, yeah i've had SJS since day one.
Don't worry about going back to the SAAB, DCI will not have those much longer. I was based JFK for 4 years, at the over-abused step-child of DAL (you know, the one that was told to close their JFK base because DAL only wants aircraft with a first class cabin in NY airports, then put 9E 50-seaters there...another lie), but hey I'm not bitter or anything! LOL! I am actually one of the few that loved being JFK based. Easy commute on JetBlue, you get to mingle with airlines of the world (watch out for the really big white ones, that will hit you:D), and the action of the whole place is "electrifying". Best of all, it's not a bunch of red/white/blue tails, like ATL and DTW. Advice for in/out of JFK? Learn the lingo, learn the radio calls. Don't miss calls! You can tell the regulars from the outsiders when you listen. Be brief and quick to respond, but at the same time, be a professional pilot on the radio. Know your expected crossings and speeds, and be ready for them. Expect your heading off LGA, and plan ahead. Expect to keep up the speed, until you get to an assigned speed. My personal suggestion when flying a CRJ: if you are at 16K, and given a decend to 8K, come down quick (idle, 250kts, speed brakes and 2000+ fpm. The controller will see this, and usually keep you coming down and cut you in early. If you do it slowly, you'll be heading out to sea somewhere off New Jersey (to put you in the line). I'm not a huge fan of speed brakes (rumble for passengers), but this is one time when it works great. On the ground, know the airport. Learn the taxi routes that they use. Learn the frequencies and what the controllers want to hear (DAL ramp, ground, tower...). When approching the airport, you can see the routes they are taking on the ground, plan your turn off's to better your chances of getting to the gate quicker. (Landing 22L, plan a roll to J..it's quick to DAL gates. Landing 31R, plan a quick left turn off if they are taxing clockwise, if it's a counterclockwise taxi, get off to not mess up the guy behind you landing, but it's not as important to rush it). If you are landing 31L, right turn off at M or N is right where DAL is, so it works great. Best food on ready reserve: T5 (JetBlue) has a great salad bar, and other restautants. T4 has a few good places, and it's fun to watch the international crowd. Or take the airtrain to Leffert's Blvd, walk up Leffert's about 1/4-1/2 mile and go to Pizza Port (on right). Great NY pizza and a great penne pasta in vodka sauce! Hope these tips help. Just enjoy it! |
Oh yeah, and don't fear the VOR/GPS 13L :D It's one of my favorite approches. 3000ft at Assualt, 1500 at CRI, down to 800 and follow the blinky lights...easy peasy:D Try to roll out of the turn over the hotel, on final at 600 feet and you'll be right on the GS.
On crappy weather days, they will give you lower altitudes at Assualt and CRI to get you in (it's on the chart). This one is fun. Other fun ones in the northeast are the River Visual 19 at DCA, the Mt Vernon visual/circle 33 at DCA (cross the bridge at 600-700 down the river and turn final toward 33 and you'll be right on), the Harbor Visual to Portland is beautiful too! |
Thanks LowLevel! Huge help
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Originally Posted by Lowlevel
(Post 1087747)
And that...is why regionals start at $18k a year salary:mad: LOL!
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Originally Posted by flyboywbl
(Post 1087772)
I'm offended, I make 23k a year! :D
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Originally Posted by flyboywbl
(Post 1087655)
Haha, yeah i've had SJS since day one.
Don't worry about going back to the SAAB, DCI will not have those much longer. I was based JFK for 4 years, at the over-abused step-child of DAL (you know, the one that was told to close their JFK base because DAL only wants aircraft with a first class cabin in NY airports, then put 9E 50-seaters there...another lie), but hey I'm not bitter or anything! LOL! I am actually one of the few that loved being JFK based. Easy commute on JetBlue, you get to mingle with airlines of the world (watch out for the really big white ones, that will hit you:D), and the action of the whole place is "electrifying". Best of all, it's not a bunch of red/white/blue tails, like ATL and DTW. Advice for in/out of JFK? Learn the lingo, learn the radio calls. Don't miss calls! You can tell the regulars from the outsiders when you listen. Be brief and quick to respond, but at the same time, be a professional pilot on the radio. Know your expected crossings and speeds, and be ready for them. Expect your heading off LGA, and plan ahead. Expect to keep up the speed, until you get to an assigned speed. My personal suggestion when flying a CRJ: if you are at 16K, and given a decend to 8K, come down quick (idle, 250kts, speed brakes and 2000+ fpm. The controller will see this, and usually keep you coming down and cut you in early. If you do it slowly, you'll be heading out to sea somewhere off New Jersey (to put you in the line). I'm not a huge fan of speed brakes (rumble for passengers), but this is one time when it works great. On the ground, know the airport. Learn the taxi routes that they use. Learn the frequencies and what the controllers want to hear (DAL ramp, ground, tower...). When approching the airport, you can see the routes they are taking on the ground, plan your turn off's to better your chances of getting to the gate quicker. (Landing 22L, plan a roll to J..it's quick to DAL gates. Landing 31R, plan a quick left turn off if they are taxing clockwise, if it's a counterclockwise taxi, get off to not mess up the guy behind you landing, but it's not as important to rush it). If you are landing 31L, right turn off at M or N is right where DAL is, so it works great. Best food on ready reserve: T5 (JetBlue) has a great salad bar, and other restautants. T4 has a few good places, and it's fun to watch the international crowd. Or take the airtrain to Leffert's Blvd, walk up Leffert's about 1/4-1/2 mile and go to Pizza Port (on right). Great NY pizza and a great penne pasta in vodka sauce! Hope these tips help. Just enjoy it! As bad ass some people say, really depends where you commute from. |
All the guys commuting into EWR will have no trouble switching it to JFK....
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Originally Posted by Lowlevel
(Post 1087747)
And that...is why regionals start at $18k a year salary:mad: LOL!
Don't worry about going back to the SAAB, DCI will not have those much longer. I was based JFK for 4 years, at the over-abused step-child of DAL (you know, the one that was told to close their JFK base because DAL only wants aircraft with a first class cabin in NY airports, then put 9E 50-seaters there...another lie), but hey I'm not bitter or anything! LOL! I am actually one of the few that loved being JFK based. Easy commute on JetBlue, you get to mingle with airlines of the world (watch out for the really big white ones, that will hit you:D), and the action of the whole place is "electrifying". Best of all, it's not a bunch of red/white/blue tails, like ATL and DTW. Advice for in/out of JFK? Learn the lingo, learn the radio calls. Don't miss calls! You can tell the regulars from the outsiders when you listen. Be brief and quick to respond, but at the same time, be a professional pilot on the radio. Know your expected crossings and speeds, and be ready for them. Expect your heading off LGA, and plan ahead. Expect to keep up the speed, until you get to an assigned speed. My personal suggestion when flying a CRJ: if you are at 16K, and given a decend to 8K, come down quick (idle, 250kts, speed brakes and 2000+ fpm. The controller will see this, and usually keep you coming down and cut you in early. If you do it slowly, you'll be heading out to sea somewhere off New Jersey (to put you in the line). I'm not a huge fan of speed brakes (rumble for passengers), but this is one time when it works great. On the ground, know the airport. Learn the taxi routes that they use. Learn the frequencies and what the controllers want to hear (DAL ramp, ground, tower...). When approching the airport, you can see the routes they are taking on the ground, plan your turn off's to better your chances of getting to the gate quicker. (Landing 22L, plan a roll to J..it's quick to DAL gates. Landing 31R, plan a quick left turn off if they are taxing clockwise, if it's a counterclockwise taxi, get off to not mess up the guy behind you landing, but it's not as important to rush it). If you are landing 31L, right turn off at M or N is right where DAL is, so it works great. Best food on ready reserve: T5 (JetBlue) has a great salad bar, and other restautants. T4 has a few good places, and it's fun to watch the international crowd. Or take the airtrain to Leffert's Blvd, walk up Leffert's about 1/4-1/2 mile and go to Pizza Port (on right). Great NY pizza and a great penne pasta in vodka sauce! Hope these tips help. Just enjoy it! |
I often wonder where the myth of spedbrakes making pax uncomfy came from. The sound (if any) is barely perceptible- certainly not as much as the gneral background noise. The quality of the ride doesn't change either. I flew in the cabin of 3 different planes this week, and nobody seemed alarmed when the speedbrakes went up.
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Originally Posted by What
(Post 1087650)
APU + >25,000 ft = SJS
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Hi I am a Colgan 2010 hire and just got Captain!
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Originally Posted by George Dubya
(Post 1088219)
Hi I am a Colgan 2010 hire and just got Captain!
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Originally Posted by Senior Skipper
(Post 1088214)
I often wonder where the myth of spedbrakes making pax uncomfy came from. The sound (if any) is barely perceptible- certainly not as much as the gneral background noise. The quality of the ride doesn't change either. I flew in the cabin of 3 different planes this week, and nobody seemed alarmed when the speedbrakes went up.
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Originally Posted by Delta1067
(Post 1088239)
It's not so much a passenger comfort issue but an issue regarding flying the airplane efficently. Most speed brake use is the result of poor pilot planning. Use them if you need them but if it was your plane and your gas bill I'm sure you would use them much less.
If the manufacturer, FAA, and airline didn't want you to use them, they wouldn't have put them on the plane. Don't buy into the old SWA crap about not using speedbrakes. Not to mention, there isn't a single thing in the FOM, FCTM, or AOM at Delta that restricts the use of, or talks about saving the company money by not using them. |
Originally Posted by Delta1067
(Post 1088239)
It's not so much a passenger comfort issue but an issue regarding flying the airplane efficently. Most speed brake use is the result of poor pilot planning. Use them if you need them but if it was your plane and your gas bill I'm sure you would use them much less.
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Originally Posted by Delta1067
(Post 1088239)
It's not so much a passenger comfort issue but an issue regarding flying the airplane efficently. Most speed brake use is the result of poor pilot planning. Use them if you need them but if it was your plane and your gas bill I'm sure you would use them much less.
The CRJ you can typically get away with not using them if you plan correctly because it slows down like a freaking brick, but come on... the plane you're flying right now goes completely contrary to what you just posted. What is annoying is someone on the CRJ that doesn't realize that each "thunk" in the speedbrake detent is very perceptible in the back. |
Originally Posted by 80ktsClamp
(Post 1088269)
Says the guy flying the 767/757.
What is annoying is someone on the CRJ that doesn't realize that each "thunk" in the speedbrake detent is very perceptible in the back. |
Originally Posted by 80ktsClamp
(Post 1088269)
Says the guy flying the 767/757. How many flights have you done in the 757 where you didn't have to use the boards? I can think of only a handful where I didn't have to use them on it.
The CRJ you can typically get away with not using them if you plan correctly because it slows down like a freaking brick, but come on... the plane you're flying right now goes completely contrary to what you just posted. What is annoying is someone on the CRJ that doesn't realize that each "thunk" in the speedbrake detent is very perceptible in the back. |
Originally Posted by Delta1067
(Post 1088277)
I'm not saying don't use them. Use them if you need them. My point is that there is a lot of speed brake usage that is a result of **** poor planning. I have flow a lot of different airplanes with speed brakes and on some you need them more than others, 75/76. Even on the 75/76 you can minimize their use with good planning. I do my best to operate the airplane like I'm paying the fuel bill. I have seen way too many pilots over the years use the speedbrake as a crutch to fix their constant poor planning errors.
For me 200 speedbrake use has increased drastically because we reduced our flap 8 limitation to 200kts from 215kts due to increased flap failures. When the 200s 1st came out the factory limitation was 230kts |
Originally Posted by Al Czervik
(Post 1088228)
Congrats! Your decision making skills suck so far.
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Originally Posted by Trip7
(Post 1088283)
I don't get your point. If you were paying the fuel bill and REALLY wanted to save money you'd use the speedbrake every flight because you'd stay high as long as you possibly can before making a steep 4 or 5 degree descent at flight idle max speedbrakes. That would be the most efficient way to fly the plane but would be dumb to do since you have used up all possible methods to shed energy for any unanticipated events ( increased tailwind, ATC speed reduction, crossing restriction etc)
For me 200 speedbrake use has increased drastically because we reduced our flap 8 limitation to 200kts from 215kts due to increased flap failures. When the 200s 1st came out the factory limitation was 230kts |
Originally Posted by Delta1067
(Post 1088297)
Trip, it's been proven that a prolonged idle descent is more efficient than s slam dunk 5 degree/idle/max speedbrakes. The method you suggested only gets you a few extra minutes at top of cruise and the reduced time at idle negates what fuel you saved by staying high longer. It is also not as friendly when it comes to passenger comfort. Obviously there are times when we need to use speedbrakes but you are missing my point that with better planning we can minimize their usage and save fuel.
In the CRJ-200, 250 knot climb to .66-.68 cruise to 250 knot idle descent with no speed brakes is the most efficient you can operate the aircraft in most situations. |
Originally Posted by Delta1067
(Post 1088277)
I'm not saying don't use them. Use them if you need them. My point is that there is a lot of speed brake usage that is a result of **** poor planning. I have flow a lot of different airplanes with speed brakes and on some you need them more than others, 75/76. Even on the 75/76 you can minimize their use with good planning. I do my best to operate the airplane like I'm paying the fuel bill. I have seen way too many pilots over the years use the speedbrake as a crutch to fix their constant poor planning errors.
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Originally Posted by flyboywbl
(Post 1087627)
Hey I appreciate that! Yeah sorry, not trying to rub anyones nose in it. I'm just super excited to fly a plane with an APU and that can get above 25,000 feet! I look forward to flying with everyone out in JFK!
I'm also excited to go back to training as I had a blast during Saab initial. I met a lot of cool people and made some great friends. Any tips for CRJ training are much appreciated, along with tips and tricks for getting in and out of JFK. -Matt |
Originally Posted by samballs
(Post 1088304)
CRJ200 above fl250, that takes 4 hours.
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Originally Posted by flyboywbl
(Post 1088379)
Yeah I heard that it's not the fastest climbing jet out there. It's gotta be better then trying to get a heavily loaded Saab to FL230 in mid August. That took some time!
Sorry to start the whole speedbrake debate. I use them in the 737 when necessary. A lot of places we go, they keep us high and then dump us in (ATC). In the CRJ, the speedbrakes are much more noticable to passengers, than in other planes (maybe because of the detents). Again, like others have said, planning ahead is the best way to avoid using them in some situations. I've seen guys in the CRJ-700 and -900 that ALWAYS use them, even when it seems there is no need. One other thing that relates to this is, if you are going 280-290 and a controller ask you to slow to 250, you don't need to pull the boards all the way out and slow in 5 seconds (I've seen that a lot in the NYC area) I don't think the ATC guy wants to see 250 on the next sweep of the radar. Power to idle in a CRJ will slow you down quick. Just an opinion. There are many techniques to flying different aircraft, stick to the company and manufacturer limits and standards, and use the techniques that work for you. It's a fun plane to fly (CRJ). It sucks as a passenger. Give them the best ride you can (or care to), and be safe:D |
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