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"7" to "9" differences

atlcrjdriver

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Looks like ASA differences training will req an on-line course/exam and two ldgs on the a/c for cpts under the watchful eye of an IP. F/Os need only complete the on-line course. I assume this is the same/similar course that SKW uses.

For those other carriers that fly both a/c, what is your differences trng course?
 

Smacktard

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Looks like ASA differences training will req an on-line course/exam and two ldgs on the a/c for cpts under the watchful eye of an IP. F/Os need only complete the on-line course. I assume this is the same/similar course that SKW uses.

For those other carriers that fly both a/c, what is your differences trng course?

What about the eppelettes, do we get the ones with thicker bars or do we just turn them around?
 

SPDBRD747400

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Extra overwing exits, Extra fwd cargo hold, weights, different flare, even better performance than the CR7 because it's light not 86 seats. Not much else to the pilot but I'm looking forward to giving it a try, first landing should be fun!!!
 

cybourg10

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I'm sure this has been discussed before but does ASA have seperate pay rates for the 900 vs the 700?
 

Flybywire44

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Extra overwing exits, Extra fwd cargo hold, weights, different flare, even better performance than the CR7 because it's light not 86 seats. Not much else to the pilot but I'm looking forward to giving it a try, first landing should be fun!!!

So now we'll be flexing 58?! =P
 

viper548

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As far as the flying goes, it is nearly identical to the -700. I keep the power in longer on the -900, until about 10ft. You start the flare a few feet higher. If you flare like you do in the -700 the landing will be hard, but you'll have plenty of hard landings even after you figure it out. The controls feel a little heavier. As someone else also mentioned it's performance is better than the -700, not by a whole lot, but it is better. The v speeds are higher than the -700, but not as high as the -200. The fuselage is longer, keep this in mind when making turns to make sure you don't run the mains into the dirt. There is a large closet in the galley plus another large one across from the fwd lav, so you'll never have to put your suitcase in a bin.
 

7dustfan

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The 900 feels alot heavier, through the yoke, than the 700. Out climbs the 700. You will feel the length when making turns while taxiing. Have fun, everything is in harmony on it. Bombardier got it right with this one. The diff training at SkyW is a one leg line check to make sure you don't taxi the mains into the grass. Easy going.
 
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CX880

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The 900 feels alot heavier, through the yoke, than the 700. Out climbs the 700. You will feel the length when making turns while taxiing. Have fun, everything is in harmony on it. Bombardier got it right with this one. The diff training at SkyW is a one leg line check to make sure you don't taxi the mains into the grass. Easy going.

Who would have thought that in 2009, a regional aircraft would be big enough to worry about landing gear going into the grass.... By the way, I was under the impression that the 900 is slightly under performing than the 700 from someone who flies the 900. After all it's only about a 2K pounds of thrust difference between the 700/900.
 

machaf

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The 900 feels alot heavier, through the yoke, than the 700. Out climbs the 700. You will feel the length when making turns while taxiing. Have fun, everything is in harmony on it. Bombardier got it right with this one. The diff training at SkyW is a one leg line check to make sure you don't taxi the mains into the grass. Easy going.

Still sucks to ride in the back of....
 
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Who would have thought that in 2009, a regional aircraft would be big enough to worry about landing gear going into the grass.... By the way, I was under the impression that the 900 is slightly under performing than the 700 from someone who flies the 900. After all it's only about a 2K pounds of thrust difference between the 700/900.

That's if you have the piece of ******************** engines like Mesa.
 

johnsonrod

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I'll take an E175 any day vs a CR9 (from both a pilot and pax perspective). Back to the original topic...
 

PA44Jockey

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Who would have thought that in 2009, a regional aircraft would be big enough to worry about landing gear going into the grass.... By the way, I was under the impression that the 900 is slightly under performing than the 700 from someone who flies the 900. After all it's only about a 2K pounds of thrust difference between the 700/900.

It may only be 2K of thrust, but due to the fact that flying for Delta you are limited to 76 seats, it performs like there is much more than 2K lbs.

I can't believe this thread is called "7" to "9."
 

dooork

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It may only be 2K of thrust, but due to the fact that flying for Delta you are limited to 76 seats, it performs like there is much more than 2K lbs.

I can't believe this thread is called "7" to "9."

Really...you can't....you are on F.I. and you really cant believe it?
 

Stifler's Mom

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The fuselage is longer, keep this in mind when making turns to make sure you don't run the mains into the dirt.

Does this mean I'll get to witness those "Heavy" turns as you hold short of the runways in ATL?
Here's to you Mr. CRJ Heavy Driver. :beer:
 
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bob_sakamano

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Does this mean I'll get to witness those "Heavy" turns as you hold short of the runways in ATL?
Here's to you Mr. CRJ Heavy Driver. :beer:

Yeah baby...

There are some "Real American Heroes" at Comair that make a huge production out of position and hold in the 700 & 900. You'd think they were rolling in a 747 the way they make the slow, very dramatic 90 degree arc from a standstill. I loved it when tower would say, "Any time Comair".

Enjoy flying the regional heavy, Acey. It does perform well with 76 seats.
 

TOOL CRIB

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No kidding! My favorite is when they do that "heavy turn" to line up perpendicular to the HOLD SHORT line for the runway. Some pilots just have more seniority than brains!
 
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