mooney

i just throw 2 cans of Red Bull in the fuel tanks and she clims like a GV.

Brizzybrad

Ok everyone, I agree with the whole 250/0.70 whichever is less in the climb. However take a look at our FOQA parameters:

The FOQA Monitoring Team looks at a variety of events such as the following:
• Excessive Taxi Thrust (>41% N1 Dual Engine / >51% N1 Single Engine)
• Climb Speeds < 250 Knots above 10,000 feet and < Mach .70 above FL280• High Descent Rates (> -5000 feet per minute at all altitudes / > -3000 feet per minute during approach)
• Flap Overspeeds
• Flaps < 45 degrees / Thrust Reversers not armed / Gear not down by 1000 feet on approach
• Vref deviation at threshold / High or Low landing speeds
• Hard Landings (> 1.45G)
• Excessive Reverse Thrust (>30% N1 below 60 knots for > 8 seconds)



What is up with that?

higney85

The transition Altitude is understood to be FL280 by the company and the training dept. While we can argue up and down the company profile is 290/.74M. That happens around FL280 with a standard altimeter and around standard ISA. While Isa -5 or +20 does create a difference in true transition point to Mach, its normally still close enough to FL280 to use this as a standard.

One thing we all need to understand here is we are using this "transition" point in a multitude of ways. Technically in the US we use FL180 to transition to 29.92". I believe there are many other parts of the world where the trans point is different and hence the ability to change the transition point easily within the FMS. Mach transition is different per airplane and per environment (temp). FL316 trans to half bank and Mach is ICAO I believe to deal with both the Meters and the understood ICAO point at which everyone will be reporting in Mach and FL. I have not studied nor flown international (beyond Canada) so I may be wrong, but that is what I understood when I looked it up in initial.