kfahmi

As I've been studying up on the CRJ, a buddy of mine (XJet CRJ CPT) sent me the Xjet oral exam guide. Most of it made sense, some of it was incomprehensible to me. I'm sure I will get all these q's answered in class, but it would be great if anyone had any input on these.

1) Does SKW require the 'monitored' ILS approach procedure? Xjet's guide requires a monitored approach be conducted for all CAT II approaches, plus all CAT I's where the RVR is <4000. ("Above 4000 RVR, use of a monitored approach procedure is at the Captain's discretion.") Anyhow, the monitored approach procedure dictates that the A/P must be on, that the FO must be the PF, and that the captain goes heads-up below 1000' above TDZE. If the captain acquires the runway environment and all other landing requirements are met, the captain takes over and lands the aircraft. If not, the FO executes the MAP.

I was just curious if that is an Xjet thing, or common to all operators. It makes sense to me, but I was just curious.

2) Interesting to see that certain Xjet limitations differ from SKW, for the same airframe. Example: SKW max cruise altitude on the CRJ-200 is FL370, while Xjet's is listed as FL410. Also, Xjet limits spoiler use to no lower than 800' AGL, while SKW's limitation is 300' AGL. And finally, XJet lists VLE and VLO(down) as 250 KIAS, while SKW lists VLE and VLO(down) as 220 KIAS. Both list VLO(up) as 200 KIAS. Since I'm assuming Bombardier has defined these limitations in the AFM, I'm wondering why they would be different between the two airlines.

3) On takeoff, after the PM sets thrust in response to the PF's callout, I assume the PF puts his/her hands back on the throttles until reaching V1? Or does the PM keep his/her hands on the throttles after setting thrust, until V1 is reached?

4) I note that the limitation for APU start from the aircraft battery is 2x30 seconds ON, 20 minutes OFF, then 2x30 seconds ON, 40 minutes OFF. However, when starting the APU from external DC power, the limitation is shorter (2x15 seconds ON instead of 2x30 seconds on.) It seems to me that since DC external power isn't in danger of being depleted (unlike the ship's batteries, which can be depleted with long start attempts), that these limitations are backwards. Why would the external DC start limitation be 15 seconds while the aircraft battery start limitation is 30 seconds?

5) Ground ops, DC only power, is limited to 5 minutes. Does that refer to when the aircraft is externally powered? Why would there be a time limitation on that?

6) The guide talks about weight penalties associated with departing with wing anti-ice on, but specifies that you only have to select wing A/I On for takeoff, and take the weight penalty, when the OAT is +5C or below and the runway is wet or contaminated, or visible moisture (precip, fog below 400' AGL, etc) is reported at the time of takeoff. However, I'm guessing that you'll want to know about that weight penalty at the gate (because if you plan on the weight penalty and the weather clears up as you taxi out and wait in line, now you've left pax or cargo behind that you could've taken with you.) So what do you do when you're at the gate and the wx requires you to depart with wing A/I On, but the forecast indicates the wx is improving, and the PIC feels there's a good chance that the weight penalty won't be required?

7. A check of FlightAware shows that, on average, CRJ-200s file for about FL320 on longer trips, with a planned speed of 424 KTAS. Sound about right to you 200 drivers? Seems a little slow, no?

Sorry if these are annoying or dumb questions. We didn't cover this in GA turboprop operations, and my only pure-jet experience has been under Part 91 ;-)

BlueMoon

The company is just using a limitation that is more restrictive than the manufacturers. Happens for various reasons, safety, mx, or the person who makes your manuals feels it should be that way because that is how they do it.

skiK2

Let SkyWest teach you this when you're in class. Class isn't hard, and it's extremely easy if you pay attention and study.

For now, let your brain rest. SLC and class will numb it enough when you get there.

BrewCity

Why do you feel that each one of your questions warrants its own thread?

kfahmi

Because it's annoying when one thread balloons to 5,000 pages with every possible question under the sun.

aviatorhi

1) Calm Down.

2) Stop trying to work ahead.

3) Stop trying to learn the plane on your own.

4) Go to class.

5) Do what the instructors tell you.

6) Don't forget to study and drink.

7) Disregard 1-6 and fail miserably.

Each airline will train you on their aircraft and the way they want you to fly it for the purposes of satisfying a simple set of procedures and maneuvers.

pagey

Why do you feel that you care?

The internet isn't going to run out of space, I promise.

I don't work at Skywest so I can't answer the first 4 which are skywest specific.

The last 3, in order:

-The CRT cooling uses AC power. They'll overheat if using DC only for longer than 5 mins. External, or battery DC power wouldn't change the limitation.

-This one is for protection of the starter, not the battery.

-probably pretty close at around 250kias.

Those answers are very basic you can dig deeper once you get your hands on a PRM or something similar.

All that being said.....You're working too hard, too early. Study the limitations that SKYWEST and SKYWEST alone sends you, then maybe hit the flows.

Anything more than that and you could be studying incorrect information that will need to be un-learned later.

You'll be burned out after initial. You don't need to be half way there before you even show up.

makersmarc

4) They didn't get this backwards. There is a good explanation for why the shorter time limit, I just can't recall what it is off the top of my head.

7) FL320 sounds reasonable. Could be higher or lower, just make sure you have enough gas either way. As far as the speed, if you want something different just ask ATC for 'speed your discretion.' Again, make sure you have enough gas.

In fact, of all the stuff on the release beside MELs and wx, having enough gas is the most important. But this is real world stuff, and everybody knows that training departments typically operate in theoretical world.

kfahmi

LOL. Makes sense, I suppose. It's just, coming out of the Part 91 world with 95% of my 5,200 hours in piston aircraft and almost no time whatsoever in a crew environment, I don't want to be the clueless guy.

But I hear you...!

kfahmi

Thank you, sir. Much appreciated.