All about the CRJ

[blesko]

Adding the FF's at cruise nails the airspeed issue..e.g 280 kts, 1400 lbs/side.

Take your landing weight speed card drop the last 3 zeros and add 20, that will be an approx N1 setting (47000 ---> 47 + 20 to get 67% N1 fully configired at the marker.

Going to pitch mode before adding flaps or pulling one notch of spoilers helps that pitch ballooning from the flaps deploying

Disconnnecting the a/p by using the trim makes the disconnect sometimes smoother

 

[dojetdriver]

Marinegrunt-Thank you for your service to our country.
Your biggest challange in the RJ will be:
If your in the right seat...taking orders from a 20-something year old kid while he puts everyone else at risk.
If your in the left seat...keeping an eye on that same kid because he's constantly pulling out the FOM to question your every decision.

You forgot to add trying to get by on the crappy pay check.

 

[Hovernut]

Going to pitch mode before adding flaps or pulling one notch of spoilers helps that pitch ballooning from the flaps deploying

Disconnnecting the a/p by using the trim makes the disconnect sometimes smoother

Ditto! I thought the A/P disconnect via trim was so second-nature, I didn't even think to mention it...it's been the only way I've seen people here do it for some time.

Saw the flaps/pitch mode thing a while ago and was impressed to see how it calmed down the ole' broad when dirtying her up.

Going along with keeping the ride out of the "E" ticket range, if she begins to buck in a high-speed descent, engage turbulence mode to dampen out the oscillations.

Now if we can just get it to stop the altitude oscillations on the GS without having to punch out and go manual, that would be nice!

 

[i fly boxes]

We were at 30000 in the 200 and I was looking at the flight controls page, and then all of a sudden it shows that the left hand flaps are at 5 degrees and the right are at zero. This was followed by 3 caution messages that would have been related if this were a real scenario, plus the high speed and low speed tapes met in the middle at the speed i was flying. There was no rolling of the wings at all and 5 minutes later it all disapeared.

 

[CitationLover]

Going to pitch mode before adding flaps or pulling one notch of spoilers helps that pitch ballooning from the flaps deploying

Disconnnecting the a/p by using the trim makes the disconnect sometimes smoother

waiting till Vmm will not balloon either. you are simply fast and thus the ballooning.

 

[Spinplate]

Ditto! I thought the A/P disconnect via trim was so second-nature, I didn't even think to mention it...it's been the only way I've seen people here do it for some time.

Saw the flaps/pitch mode thing a while ago and was impressed to see how it calmed down the ole' broad when dirtying her up.

Going along with keeping the ride out of the "E" ticket range, if she begins to buck in a high-speed descent, engage turbulence mode to dampen out the oscillations.

Now if we can just get it to stop the altitude oscillations on the GS without having to punch out and go manual, that would be nice!

Doesnt the turbulence button just shorten up the bank angle on turns?
(Its been over a year since Ive flown the RJ)

 

[nethan]

No, the TURB button is the turbo boost button. It makes the plane actually climb above 15,000.

I think it just slows the response time to correct the FD. As if the FD isn't slow enough already. TURB does do a nice job with damping out some of the oscillations when climbing in speed mode though. It's a shame you can't use it when on the glideslope.

 

[bustinmins]

Flight idle, 2000 Down VSI = 250 knots.
Flight idle, 1500 Down VSI = 210 knots.

Don't expect any climb performance above FL220. You'll be lucky to get 700 FPM in the CRJ200. The CRJ's 700/900 are really nice flying birds. They will climb 1000 FPM at .80 above FL330. Great fun!!!

You can get about 9000 FPM down in an emergency descent profile....so have fun on your empty legs!!!

 

[bertengineer]

What is the circle around the Alt Static Port mean?
WHat does the circle around the Stby Pitot Probe and TAT mean?

These are the only ones that have the red or white painted circle around them.

What is Potasium Superoxide? Do we have it on the CRJ? If so, how long is it good for?

What the heck is ADSHC?

Fun Stuff!

 

[DiverDriver]

-200 Stuff.

On approach, whatever N2 setting kept 250 knots at about 10,000 feet will also keep your Ref+5. About 80-82% in the winter and 84-85% in the summer at heavy landing weights.

900 PPH will maintain 200 knots in level flight flaps zero OR 8.

Your fuel flow rate is higher at 10K doing 320 knots than low flaps 20, gear down. Remember this if you need to burn gas before arriving.

In smooth air pulling the power to idle at 100 feet above the touchdown height will put the mains in the TD blocks just about every time.

Speed mode DOES work in climb. Just turn on TURB and keep the N1s in the carrots religiously and you won't have oscillations in smooth air. If it pitches down then it's doing it's job which you would have had to do anyway to stay on profile using VS mode.

1,800 FPM down at idle = 250 knots
Need to slow to 250 by 10K with continued descent to lower altitude with no crossing restriction? AT 12K use 1200 FPM and idle. It will slow to 250 before reaching 10k.

You do not have to go direct to a fix in order to put in a crossing distance if there are waypoints between the crossing and the crossing reference point. Say they give you cross 30 prior to XYZ but BUBBA is less than 30 to XYZ. If you try to go XYZ/-30 it will give you "distance too large". Just go to FIX page. Enter XYZ. Enter 30 mile ring. It will show a little circle where it crosses your path. RESELECT XYZ at the top of the fix page. It will now give you a crossing point that you can enter in the FMS LEGS page and enter your crossing altitude. Works great when you have a dogleg in the route before the reference fix. I always hear people asking for direct after getting a clearnace like that and I just grin. It's not necessary.

Check your climb charts before going high to see if you can reasonably make it. Even if the chart says you can don't climb at less than profile speed. Just say unable and take a lower altitude. If the bottom red raster is coming at you fast make a move and tell ATC about it later. Fly the plane.

 

[Crossky]

Adding the FF's at cruise nails the airspeed issue..e.g 280 kts, 1400 lbs/side.

Take your landing weight speed card drop the last 3 zeros and add 20, that will be an approx N1 setting (47000 ---> 47 + 20 to get 67% N1 fully configired at the marker.

Going to pitch mode before adding flaps or pulling one notch of spoilers helps that pitch ballooning from the flaps deploying

Disconnnecting the a/p by using the trim makes the disconnect sometimes smoother

We're taught to set 80-85% N2 configured on approach. N2 because below 79.1% N1 the engine speed control syncs N2, not N1.

Even in pitch mode the autotrim will occur when selecting flaps, won't it? Selecting flaps below 200 and/or hand flying with flaps extention above 200 is better.

Disconnecting the A/P using the pitch trim switch disconnects both yaw dampers as well. Do you really want to do that? The A/P disconnect bar on the flight guidance panel is nice, try it.

 

[nethan]

Even in pitch mode the autotrim will occur when selecting flaps, won't it? Selecting flaps below 200 and/or hand flying with flaps extention above 200 is better.

Yes, but thats not the point. Think about it. If you are in VS mode and you put out flaps the aircraft is going to have to change it's pitch to keep the same VS due to the configuration change hence the diving movement you tend to get. If you are in pitch mode the aircraft isn't going to do anything except trim to hold the pitch which is mostly not noticeable to the people in the back.

Disconnecting the A/P using the pitch trim switch disconnects both yaw dampers as well. Do you really want to do that? The A/P disconnect bar on the flight guidance panel is nice, try it.

Never happened to me. And why would you reach all the way up to the panel to dump George when there is a really nice red button right by your thumb that does the same thing?

 

[JettBoii]

When you do raw data t/o's push the runway update key on the lower left corner of the FMS; no FD. You get the runway update w/o pushing the TOGA button.

 

[JetPilot_Mike]

200

If at 320-330 kts at 11,000, and descending below 10,000, go to Idle, select 1,000fpm down, and add 4 clicks (ie 1/2) of the spoilers and you'll be at 250KIAS at 10,000.

Yes, at 70kts don't slam the TR's closed!

 

[Crossky]

Yes, but thats not the point. Think about it. If you are in VS mode and you put out flaps the aircraft is going to have to change it's pitch to keep the same VS due to the configuration change hence the diving movement you tend to get. If you are in pitch mode the aircraft isn't going to do anything except trim to hold the pitch which is mostly not noticeable to the people in the back.



Never happened to me. And why would you reach all the way up to the panel to dump George when there is a really nice red button right by your thumb that does the same thing?

You make a good point about pitch mode, I'll try it next trip, it'll be the something new I learn.

I'll discon the A/P using the pitch trim switch also, NOT the red A/P disconn/stick pusher switch, and see if the YD's stay engaged. See the original pposter mentioned the pitch trim SW not the red button aforementioned.

My new contribution: Steep ATC assigned A/S descents in the terminal area are much easier actually using DES mode while hand flying than guesing and dialing or syncing V/S rates.

Also, JMO: Flight spoilers are not in good style unless absolutely needed (descent w/anti ice), way behind in crossing restriction (put down the USA Today): they vibrate the airframe, waste fuel, and bug the pax. If fast and/or high near the OM drop the gear first, it's gotta come down anyway right? And if near flap speed with gear up drop the flaps instead of spoilers, same deal.

I do like it that we can use them in conjunction with flaps (unlike the mag dog).

 

[Crossky]

er, mad dog.

 

[Tram]

Good thread guys..

Thanks..

 

[flyguy75000]

No, the TURB button is the turbo boost button. It makes the plane actually climb above 15,000.

I think it just slows the response time to correct the FD. As if the FD isn't slow enough already. TURB does do a nice job with damping out some of the oscillations when climbing in speed mode though. It's a shame you can't use it when on the glideslope.

'Bout time the truth came out.

"Don't be such a biotch Michael. If you are gonna eat a hamburger, get an In and Out Burger! My senses tell me you should sleep it off and say you're sorry in the morning."

 

[HA25]

Let's hear your tips/techniques/tricks to everyday flying on the CRJ200/700/900. While we're at it, include any common emergencies, flaws, or "interesting" experience. Anything from pitch and power settings to smoke in the cockpit.

At the risk of looking like a lame topic, I think it would be very valuable to have an educational thread, since we have a lot of low time new hires out there - plus, I am due to arrive home from an overseas deployment (flying a different aircraft) and I'd like to brush up on some stuff other than the books...

Fly safe!

Nice to see you on line again bud..

Here is my piece of advise, especially now that I'm flying an MD-11..

I recall way back when we first got RJ's at ASA, we got a DAL L1011 J/S rider and on short final he all but panicked that we were going to slam the airplane onto the runway because we weren't flaring.. his worse were something like "You're not flaring!" while he was holding for dear life onto that backs of the seat!

Anyway, after we landed, we explained to him that this is the normal deck angle of the CRJ, mainly due to no slats on the wings, and also due to the angle of incidence of the Challenger wing design. In our case, the CA and I were both not disturbed by his panic, but I could see where that might jar a new FO or a edgy captain to get upset if his J/S rider started to freak out.

So from that point on, I always made it a point to brief guys who's never ridden in the front what to expect for a sight picture on landings.

I'm sure by now (8 years later) most of the regular J/S riders are familiar, but back then the CRJ was much more rare, and ASA's J/S was newly opened so it happened more than once.

 

[MarineGrunt]

Nice to see you on line again bud..

Here is my piece of advise, especially now that I'm flying an MD-11..

I recall way back when we first got RJ's at ASA, we got a DAL L1011 J/S rider and on short final he all but panicked that we were going to slam the airplane onto the runway because we weren't flaring.. his worse were something like "You're not flaring!" while he was holding for dear life onto that backs of the seat!

Anyway, after we landed, we explained to him that this is the normal deck angle of the CRJ, mainly due to no slats on the wings, and also due to the angle of incidence of the Challenger wing design. In our case, the CA and I were both not disturbed by his panic, but I could see where that might jar a new FO or a edgy captain to get upset if his J/S rider started to freak out.

So from that point on, I always made it a point to brief guys who's never ridden in the front what to expect for a sight picture on landings.

I'm sure by now (8 years later) most of the regular J/S riders are familiar, but back then the CRJ was much more rare, and ASA's J/S was newly opened so it happened more than once.

Send me a PM sometime and let me know how the new gig is going! Hope all is well!

Thanks for the responses! Keep em coming!!!