Lear70
JAFFO
- Joined
- Oct 17, 2003
- Posts
- 7,487
Ummm... excuse me *cough* BULLSH*T. All this was started by my failure to remember that TAS decreases with altitude assuming a constant mach #. NO ONE was trying to say that TAS had nothing to do with it, which is what I've been trying to say from the start. If you think I don't understand something as basic as keeping an adequate stall margin, you need to seek help. Guys don't make Captain at as many places as I have without that understanding.172driver said:Then you come on here spouting off about what you found without even an inkling as to the reason behind it, until Singlecoil informed you of something these other guys have been trying to say all along.
We have none, other than our low-speed climb profile of 250 to M.70. As to your other question, any speed that keeps me with a comfortable buffer between my IAS and the low-speed cue (as in I'd prefer not to see it on the speed tape at all) and without a decreasing trend vector. That said, this aircraft (and just about every other swept-wing jet) performs better at higher speeds, that whole Lift and L/D Max thing which I'm sure you're familiar with, so I prefer to fly this aircraft at 320 to Mach. 77 in the climb (our high-speed climb profile), especially when heavy, slower is fine when lighter.My question to you is what is your company's published minimum climb speed? If none, what min speed would you feel comfortable climbing at?
No, that is not my "Implication", that is your "ASSumption". The only thing that can be implied with that statement is that I've had the aircraft at 41,0 and that M.70 was the best speed on more than one occasion that I was able to maintain, sometimes being unable to maintain it and having to choose a lower altitude.You already stated that you would be lucky to get .70 out of the CRJ at 410, implying that you have flown it at speeds lower than that.
If you believe you need that much "excess thrust" to keep your butt out of a pickle, then maybe you ought to concentrate on keeping up with the aircraft enough to INSTANTLY notice changes that could get you in trouble. Even at 41,0 there's enough time to notice the IAS trending slower or the low-speed cue creeping upwards; unless the turbulence is moderate or worse or the temperature change is 10 deg in a second, you're going to have time if you recognize it IMMEDIATELY.Yeah, they feel comfortable at low altitude flying at 200 or less clean, as do I, because there is a lot of excess thrust available at those altitudes.
You're correct, experience and knowledge do NOT always go hand in hand. In the same token, someone "knowledgable" isn't always "experienced". I never asserted that my experience made me more knowledgable than you; quite the opposite, I very specifically pointed out that I had forgotten that information. What I asserted is that, given my experience, I more than likely have a much better grasp on what this aircraft can or cannot safely do and will CONTINUE to maintain that this aircraft will fly just fine at 41,0.I have already stated that your experience is more vast than mine. For you to continue to assert that your experience has made you more knowledgable than others is ridiculous. Experience and knowledge do not always go hand in hand. I fly the CRJ and I'm knowledgable about the CRJ and its limitations.
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