AWAC Hiring Spring 2010

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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
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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!
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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
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Quote: 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
We do not, but a limitation was just recently changed and I think it is to line up with the DAL Mad Dog procedures.

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.
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Quote: 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?
Nope,

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.
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Quote: Couldn't it be different for Air Wisconsin?

I know on some aircraft it's 60 knots to prevent ingesting FOD.
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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Quote: 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
Yeah that's a CRJ200 issue. The reversers use bleed air instead of hydraulics so once we pull the levers it takes a few seconds for the air to deploy the reverser. It's a pain and renders them all but useless since like you said they can only be used for a few seconds. Bombardier fixed the 700/900 and made their reversers hydraulic.
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air wisconsin policy on the crj200 is no reverser use until the nose wheel is down. something about differential thrust and heading into the grass.
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Quote: 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!
On the crj, we still have them available with weight on wheels at touchdown. They just need to be armed prior in order for them to be activated. In flight, they are disarmed or "off" I guess to avoid an uncommanded deployment. However, they are not armed to auto-deploy like spoilers.
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Quote: 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.
At Mesaba, its pretty much the same thing...idle reverse by 80kts and stowed by 60. I don't think this is a fod issue as it would be pretty difficult to ingest anything on the ground into an engine thats at least 10 feet off the ground.
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