CRJ-200 flight manual
#21
Gets Weekends Off
Joined APC: Mar 2005
Posts: 1,888
Yeah. Things like that may change. Seat configuration may change- I remember flying the 40 seat -200’s. Companies may have different limits, such as more restrictive flap speeds. That’s why I tell people to steer clear of things like limits and EPS. Just go over general systems on the airframe.
Last edited by Blackhawk; 01-29-2019 at 08:58 AM.
#22
Gets Weekends Off
Joined APC: Sep 2018
Posts: 102
#23
Gets Weekends Off
Joined APC: Jan 2017
Posts: 527
If pre-studying systems can jeopardize someone's training, then there's something wrong with the airline's training department.
But yeah stay away from procedures, limitations, and memory items because they could be airline-specific.
(Also not a Skywest guy.)
But yeah stay away from procedures, limitations, and memory items because they could be airline-specific.
(Also not a Skywest guy.)
#24
Gets Weekends Off
Joined APC: Jul 2008
Posts: 4,203
Everyone thinks they need to study “systems”. That may have been true 15-20 years ago. Not today.... Please study flows/callouts/profiles....
Not knowing what psi the boost pump turns on when the main ejector fails. Won’t salvage :45 lost in the sim because you can get missed approach call outs and actions down after the 10th attempt...
Not knowing what psi the boost pump turns on when the main ejector fails. Won’t salvage :45 lost in the sim because you can get missed approach call outs and actions down after the 10th attempt...
#25
Everyone thinks they need to study “systems”. That may have been true 15-20 years ago. Not today.... Please study flows/callouts/profiles....
Not knowing what psi the boost pump turns on when the main ejector fails. Won’t salvage :45 lost in the sim because you can get missed approach call outs and actions down after the 10th attempt...
Not knowing what psi the boost pump turns on when the main ejector fails. Won’t salvage :45 lost in the sim because you can get missed approach call outs and actions down after the 10th attempt...
It sounds stupid, but this is how the CRJ works.
Amcnd: I'm actually agreeing with you on something. What is this world coming to?
#26
Gets Weekends Off
Joined APC: Mar 2005
Posts: 1,888
Everyone thinks they need to study “systems”. That may have been true 15-20 years ago. Not today.... Please study flows/callouts/profiles....
Not knowing what psi the boost pump turns on when the main ejector fails. Won’t salvage :45 lost in the sim because you can get missed approach call outs and actions down after the 10th attempt...
Not knowing what psi the boost pump turns on when the main ejector fails. Won’t salvage :45 lost in the sim because you can get missed approach call outs and actions down after the 10th attempt...
Knowing systems is always important, maybe not for the "make-believe world" of the sim, but for the real world where your life will depend on it. Do you need to know the specific psi when a boost bump turns on? Probably not. "It's green so it must be okay" is true. But that's limitations, not systems knowledge.
You do need to have an understanding of the systems and how they operate and interact. As an example, if you get a hydraulic high temp on a CRJ-200, what will this mean? Yeah, the QRH will tell you to shut down the engine, but it should not come as a surprise. Other emergencies may crop up that are not in a QRH, and at that point, it comes down to systems knowledge.
"I was always afraid of dying. Always. It was my fear that made me learn everything I could about my airplane and my emergency equipment and kept me flying respectful of my machine and always alert in the cockpit."
— General Chuck Yeager, ‘Yeager, An Autobiography.
#27
Gets Weekends Off
Joined APC: Jul 2008
Posts: 4,203
Anyone with 1/2 a brain could figure that out. “SkyWest” calouts and actions.... nust pointing out when you get the info, Or get with a friend that’s already flying. And study flows/callouts. Not how many HYD pumps we have. And when they turn on...
#28
I am going to disagree somewhat.
A good pilot should ALWAYS be learning.
As pointed out you will not get the specific SkyWest material beforehand.
Emergency memory items and limitations are fine, but understand that they may be slightly different in wording unless you have the specific SkyWest procedures.
Systems are systems. A SkyWest CRJ-200 is no different from an ExpressJet CRJ-200. Well, in some cases it was an ExpressJet CRJ-200 (couldn't resist). So if you Google some of the CRJ-200 systems such as hydraulics, engines, flight controls, pressurization, etc that would help.
Also, if you have a copy of "Everything Explained for the Professional Plot", study that. Understand alternate requirements, etc.
A good pilot should ALWAYS be learning.
As pointed out you will not get the specific SkyWest material beforehand.
Emergency memory items and limitations are fine, but understand that they may be slightly different in wording unless you have the specific SkyWest procedures.
Systems are systems. A SkyWest CRJ-200 is no different from an ExpressJet CRJ-200. Well, in some cases it was an ExpressJet CRJ-200 (couldn't resist). So if you Google some of the CRJ-200 systems such as hydraulics, engines, flight controls, pressurization, etc that would help.
Also, if you have a copy of "Everything Explained for the Professional Plot", study that. Understand alternate requirements, etc.
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