80ktsClamp

The dual cue flight directors are quite common.... all DL aircraft utilize it.

Changing between the dual cue and V-bars is just a very simple mx function of "flipping a switch" so to speak.

freezingflyboy

I know this is a CRJ thread so I'll try to keep the drift to a minimum.

I know for me personally, I don't like to see it slower than about .60/200KIAS during the climb. Call me a wuss, but it just makes me a little nervous when I'm sitting there at FL350-FL370 with the white arc sneaking up the bottom of the speed tape and the pitch limit indicator coming down on the PFD. But then again, I've flown with some boobs who think its OK to slip the airplane so maybe I'm the weird one

dojetdriver

Depends on the aircraft type. On the FRJ you didn't need a mechanic to do anything. It was a selection that could be made on the MFD menu. One guy could be in single cue while the other was in chop sticks.

Agreed, never mind the fact that it takes forever to accelerate if the plane got that slow in the climb.

TonyWilliams

The flight directors are different because they were ordered that way to match up with our Boeing fleet. By the way, it's a bit more complicated to switch on the Boeing, at least cost wise. One of our B737-800's showed up with v bars. Boeing said it was ordered wrong, and would (did) cost $50,000 USD to change.

The CRJ's also have the HUD option (disabled, however), dual FMS's, HF radio, only 74 seats, we carry three and occasionally four FA's, front/rear lavs, white wall tires, chrome trim... Even carry metal fork, spoon, and KNIVES (oh my gosh!!!)... an oven for meals... I think you get the idea. Completely different mindset than a US regional.

I also get paid a h*ll of a lot more. And work less.

TonyWilliams

Since I have a bit of time in all three variants of the CRJ, I concur with the thoughts on the -200. Yes, it CAN do FL410, but as an operational matter, it's dumb to do it. Most of the time, FL370 was tough. I doubt I'll ever fly a -200 again.

It was uncommonly cold night at altitude the night I took the -900 to FL410. I think the MFD says -63C. The jet stream had dropped all the way down, so I had a tailwind eastbound, too. And it was choppy lower, thinking I could possibly climb out of it. Also, at a BOW of 49k, fuel at 16k, and only 5k in pax/bags, we were very light.

Even with all the stars seemingly aligned to climb higher, the FMS wouldn't allow a straight climb to 410. Perf Init kept saying, "Unable CRZ Altitude", so I was level at 390 for awhile. The bumps are why I'm flying at M.75.

I was confident that there was plenty of reserve power to not let the speed get on the backside of the lift/drag equation, until I could descend. Also, it still climbed solidly. It felt very solid, but, of course, the margins are thinner. It didn't seem like the autopilot was working any harder than normal.

One of my last flights at SkW, I hand flew the entire trip in a -700 from OAK to LAX. Climbed to 370, and it felt very solid. Of course, that doesn't mean 410 would be the same.

Herb Flemmming

Im over here on the ZS Reg B1900C's that fly around West Africa, i spend every weekend in Dakar, Rarely do we have to reach control on HF, VHF does pretty well, If you cant reach them on VHF wait till they finish praying or napping one of the 2, You work for Arik?

Accra next week, English speaking and a mall woohoo!

TonyWilliams

I've done Accra a few times this week, and was supposed to this morning, but went over duty time. Got the day off.

The 737 crews do an overnight in Accra before launching to Dakar. Or they overnight in Dakar after stopping in Banjul and Freetown. Looks like we might be going east soon... yes, work for Arik.

dojetdriver

So just for clarification, you hand flew the ENTIRE leg in RVSM airspace? Not just the climb/descent?

IBPilot

did he give a date for said flight? pre-rvsm? among other things.

dojetdriver

Think you can take a stab at it? He did say it was his last flight. Research some other posts.