uncleowen

A certain nameless standup captain prefers 250 to 7 miles. Gear, boards, flaps on speed, run to the parking lot.

trip

ERJ can drop the gear at 250 then flaps 230 and boards to down 180.
CRJ needs 230 on the 7/9 or 200 on the deuce before flaps, after flaps 20 you can go gear-down, that all takes a while.

ninerdriver

You should jumpseat into LGA some day. Everyone's doing 250 within fifteen miles, because ATC makes you do it.

Idle, boards if you're descending, flaps 8 at 225, flaps 20 at 215, start tucking the boards, gear down, flaps 30 at 180, boards should be stowed by now, flaps 45 by 160, landing checklist. Add more margin if it's gusty. It works in both a 7 and a 9.

Traffic to follow is twelve o'clock in two and a half miles. You're cleared to land, runway 4.

jtsastre

A pet peeve of mine. Doing this when wanting to slow and get down won’t happen.

Gone Flying

at OO you cannot put flaps to 8 until 200kts on the -200. holding 250kts til 10 out is easy it you are already at the FAF altitude but if you are following the glideslope( like you always do in ATL and ORD) it can be tricky. agreed it is much easier in the 7/9

KSCessnaDriver

200 knots is standard on a 200 everywhere, IIRC. Can you guys not drop the gear first?

amcnd

No. HYD B pumps don’t turn on tell flaps greater then zero in the CRJ. Gear has a hard time with only 1 pump...

ninerdriver

And agreed that it's way easier to pull it off when you're already at intercept altitude.

Utah

That pretty much use to be the standard when flap speeds were 215 on the 200. But he gear always came down after flaps..

dhc8guru

I fly the ERJ and have never flown the CRJ. 95% of the captains came from the CRJ and having had multiple discussions on the ERJ being "slippery" and all say yes. You can't get away with flying the ERJ like they did on the CRJ. The ERJ sucks up the boards over flaps one and also the VNAV is basing its path all the way to touchdown, so usually when things go south is transitioning between a VNAV managed approach to a visual approach where your trying to manually manage the automation. 90% of the time it goes to crap and I just hand fly it.
The biggest complaint with new FO's from captains is the inability of being able to handle the transition between VNAV to visual approaches.
As far as length of IOE. I believe the minimum is 30 hours and as far as max goes, I can't say for sure but I've heard it's around a hundred. Mine was around 47 hours scheduled including the final line check two day trip.