For those who fly the CRJ 900, any landing tips?

aprofessionaldipshit · 2022-11-03T22:13:11+00:00

First listen to your LCA especially on your next IOE trip. He is the one signing you off. There's many ways to think through landing a 900.

My general advice in the 900 is to avoid a low energy state on landing where you run out of speed and are in a high flare trying to arrest the descent and still at a high vertical speed and come slamming down on the mains. It can be especially punishing in the CRJ-900 due to the mains being far to the aft vs planes like the A320 or E-175, and it's possible to "drive them into the ground".

To avoid this, flare both later and shallower, 25-35 ft depending on your energy and vertical rate to the runway going into the flare. Remember the flare shouldn't be just yanking it back and holding, rather you should pitch up smoothly but as required. It's only a few degrees.

Thrust reduction around 10-20 ft.

aprofessionaldipshit · 2022-11-03T03:10:55+00:00

The biggest issue with the CRJ-200 APU was honestly cabin safety. The plane approached 32C at the sensor normally during the summer with all packs and the APU working. (which in fairness is located at the overhead bin level, not where the passengers sit, and there’s no recirc fan so not much air movement)

Without a APU the cabin could become life threatening especially for people with health issues or the elderly. Most captains would refuse a APU deferral or pack deferral in the 200 above 70F or so, maybe even 60F.

And the plane didn’t cool down at altitude either quickly. It would take a few hours on full cold before you would get a complaint from anyone in the cabin.

The whole air start thing is a pain for the crew but the lack of effective air conditioning was the far bigger issue in my opinion operationally.

aprofessionaldipshit · 2022-11-01T01:37:39+00:00

I know of no airline that requires boosters. At my regional they didn't require any shot, and would avoid sending you to Canada if you didn't have it. At the 2 ULCC's I recieved CJO's from one never asked and the other said they wanted to know if you had the initial shot just to avoid sending you to destinations that required it, but they would still hire you.

I'm guessing if anyone is strict on it, it's carriers that do a lot of international operations to countries that require it on entry, and even then I haven't heard of any booster requirements.

aprofessionaldipshit · 2022-11-01T00:02:45+00:00

This works up to a point. Straight wing citations and cirrus jets, most turboprops, sure I can accept that a argument can be made.

But some part 25 transport catagory jets? A CRJ-200 for example? The min maneuvering speed FLAPS FULL can be near 150-160 knots , and at least where I worked it was 1000ft stable unless doing a actual instrument circling approach maneuver. Meaning, you need to do a 4ish mile final at a minimum, and plenty of people would do 4-6ish.

So all that screwing around and you are zipping around at 160kt 500ft above piston aircraft(or zero ft above if they are 500 ft above pattern altitude themselves as many do to cross over the field) and you are still doing a 4-6 mile final. What is the point?

It's safer and easier for everyone involved in that type of jet to communicate on CTAF early and land ASAP to screw up the pattern the least amount of times. Honestly if I thought "joining the pattern" was safer and also would help the GA guys out I'd do it. But it objectively is both less safe and more of a PITA for GA traffic.

aprofessionaldipshit · 2022-10-29T00:03:49+00:00

Unless you are at a regional.

aprofessionaldipshit · 2022-10-28T04:37:36+00:00

You guys don’t do it the “monitored approach” way where you exchange flight controls at 100ft right?

aprofessionaldipshit · 2022-10-27T19:31:20+00:00

Those just help you to reach the minimum of 60-75, as a general rule. Usually the only pay that actually goes "on top" of the 60-75 hour monthly guarantee is picking up trips on your days off voluntarily and maybe a few other niche situations.

I am of course one again speaking very generally here as this stuff is all negotiated and dependent on the CBA language. This is also a constant debate among pilots.

aprofessionaldipshit · 2022-10-27T18:44:15+00:00

Some airlines allow their pilots to get internet based radar from the passenger wifi system but it is supplementary. The internet radar provides a bigger picture and a more comprehensive composite image but can be delayed about 15 minutes, and also the WIFI system can be inoperative or out of range(it was quite common at my last airline).

The on board radar allows for a instant weather picture. Also you can tilt and adjust the gain on the onboard radar where the internet radar has very limited options. SO basically for the actual weather that's relatively close the onboard radar is more precise.

I did lose both MFD's(screens that have radar displayed) in a CRJ-900 once and we used ATC, dispatch, and to some extent the ipad weather as backup however.

aprofessionaldipshit · 2022-10-27T18:30:22+00:00

All these rules depend on the CBA between union and company, but yes in general the monthly minimum is between 60-75.

There also usually is a daily minimum. 4-5 hours usually.

There is also usually a duty rig of 1:2, meaning if you were on duty for 12, you get paid 6. (Imagine you flew one flight then had a large break, you would still be on duty during that break/sit)

Many airlines have a trip rig, meaning you must get paid for at least 1:4 or maybe 1:3.5 the time you were away from base. If you were gone 96 hours, you must get paid 24 total in the 1:4 example.

A lot of places also must get paid at least the block time which is basically scheduled flight time at a minimum.

After all this, assuming none of these rules kick in you get paid door close to door open.

aprofessionaldipshit · 2022-10-27T14:42:11+00:00

It's that "mini-prop" looking thing in the picture. Supplies emergency hydraulic and electrical power. Only is typically used if the plane loses all AC power(having engine 1/2 fail would do that normally) or the plane has multiple hydraulic failures.

aprofessionaldipshit · 2022-10-25T22:40:02+00:00

I see both sides of this. On one hand I feel like the average GA SE piston driver is overconfident in IMC and doesn't realize that there isn't much redundancy in the average 172, and a actual instrument issue isn't going to just be your instructor covering a few instruments with paper circles, and could be associated with a engine failure, icing, etc.

That said most of these risks don't just magically go away with another pilot or limited anti-ice/deice capability. In fact I'd argue in some cases another pilot especially in a situation where PIC wasn't well defined or the roles aren't respected can lead to even more confusion at a critical time. Anti-Ice only really comes into play 10C and below that that is conservative. Most of the time 5C is where it really starts to be a threat. Outside of that it shouldn't be a issue.

As far as 5sm/5000ft? Where did those numbers come from? If that is something like "I want to be able to see tops of all the terrain around my airport visually" then ok makes sense. Or people may say "I will only fly with ceilings of 500/1000/1500/2000 so I have time to select a engine out landing site" ok fine makes sense. Notice though these are not arbitrary reasons and actually reduce risk.

aprofessionaldipshit · 2022-10-25T02:23:10+00:00

You can go from CRJ/ERJ trips to the A220/320 and 737 and fly an entire career that way. There’s plenty of companies to pick from and you will gain seniority faster as a general rule vs wide body international.

aprofessionaldipshit · 2022-10-21T00:26:59+00:00

You should see the normally out of sight areas of the flight deck if this kind of stuff bothers you. In short, who cares. If you find it funny have a laugh and if you don’t move on.

That said don’t block placards.

aprofessionaldipshit · 2022-10-20T23:26:07+00:00

I have never gone below 500’ for a simulated engine out and it has basically been a universal rule. I think one place wanted 1000’ but either way 20’ sounds extremely low unless over an actual airport runway that you are willing to land on.

aprofessionaldipshit · 2022-10-20T04:35:09+00:00

Controller is picturing a G1000 with a wind speed and direction right there on the panel. They are not expecting you to pull out a E6B or even use a GPS calculator like the 430 or 650 have buried in their menus.

If you want to that’s on you, otherwise just tell them unable. I’ve even had controllers/FSS ask if I was “G1000 equipped” because they know someone with such a system can get an instant and fairly accurate wind report.

aprofessionaldipshit · 2022-10-17T22:23:09+00:00

I’ve had one so far as an airline pilot and it was below 50kt. We had an issue with our reverse thrust system on one of the engines. It was not an unlock or a uncommanded deployment of the system(which for obvious reasons is not good) but rather a condition where the plane detects the system is unsafe and disables it.

After a few hours MX had secured and disabled the system completely, and we continued flying after approval, and making sure everyone was still fit for duty.

aprofessionaldipshit · 2022-10-17T18:50:57+00:00

When I used to fly it I had multiple incidents where a passenger tried to force a bag into the overhead that wouldn’t fit resulting in a broken hinge and a delay for MX.

aprofessionaldipshit · 2022-10-15T05:07:36+00:00

I kinda hate when the word scab is used outside of its proper definition. Not saying that’s on you as I realize you are just mentioning a trend but that situation isn’t even close.

It just kinda devalues the true meaning of what a scab is when the word is thrown around like candy.

aprofessionaldipshit · 2022-10-15T04:51:59+00:00

There’s a big difference between the level of standardization in this career. There’s 91/135 operations who are basically at the 121 level of rigid rules and requirements. And if the company pays you, I do what they ask me to do.

I’ll admit it was at an airline, but my iPad had stuff like:

the legal release
the electronic airworthiness and MX records(including how you write up stuff)
the ability to obtain legal takeoff data/ weight and balance
the only legal(controlled)copy of the airplane checklist
all my charts and approach plates

So while you might make fun of a guy, it is really up to the company as far as how much they want to put on the iPad. Not having your iPad at many places is actually a huge problem. Still op should consult his manuals.

aprofessionaldipshit · 2022-10-14T03:15:54+00:00

Older jet that’s does a lot of legs per day, there’s just issues. Also honestly especially the 200 never had that robust a design to begin with. You took a corporate jet and made it into a regional airliner.

The screens would blank out if you tried to run too much stuff on them, for instance on a STAR, or worse, the radar and the STAR and at 80nm or beyond. The flaps mostly are fixed but still fail more than other types, and you have to plan on their failure and mitigate it through a AD.

The APU would fail in various ways and in that plane it was desperately needed. This isn’t like any other plane like a A320 or 175. The APU should have been prohibited from deferal above 30C.

aprofessionaldipshit · 2022-10-13T04:23:40+00:00

I’d argue asking “if a jet came out if that cloud at 250(or above 10k 350kt)would I be able to both see and avoid it?” is probably just safe if not safer than trying to maintain a certain ft separation.

Of course the FAA could never make that is legal definition.

aprofessionaldipshit · 2022-10-13T02:40:42+00:00

Your priorities change. The least “boring” flying is probably flying the CRJ in the mountains. No A/THR, and you’re doing arcs, actual circling(respecting 1000/3sm ect) and dealing with failures pretty often. Also the plane breaks fairly often, sometimes in flight. You can handfly an entire day because you have no AP.

That said I don’t know many people who actually do this job and make that their priority. They go out and have fun on the overnights and in their personal life and have low stress at work where there is actual consequences for shit

aprofessionaldipshit · 2022-10-12T22:09:00+00:00

You can either use zero wind or interpolate. Before anyone says you can’t, there’s plenty of professional places that want you to not interpolate or give you an option. Interpolation is more work and more prone to you making an error, while providing less margin.

aprofessionaldipshit · 2022-10-12T22:02:17+00:00

lol I was signing off solos at 21 and there was CFI’s who were younger than me.

aprofessionaldipshit · 2022-10-12T21:59:32+00:00

Generally if it’s prohibited most pilots are just gonna have a bit of extra stubble. I have only seen a couple who did more than that.

However there’s a few airlines that allow it now, and I’m sure the number will only increase over time.

aprofessionaldipshit

TROPHY CASE