Envoy CRJ700 climb airspeed

ATN_Pilot said:
You seem to just be misinterpreting, because those excerpts are supporting our arguments, not yours. Yes, for a given angle, extra speed results in increased climb rate. But you don't have infinite excess thrust, so you don't maintain the same angle as airspeed increases. As you increase airspeed, the angle decreases. By climbing at the best rate of climb speed, you are matching the optimum angle with the amount of excess thrust that you have.
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I put it on my iPad and am going to read it on my commute in again tomorrow.

Edit to add: Maybe I'm also misinterpreting what your saying as well. Because I leave it in pitch mode, and seem to get pretty good/best rates at around 2.5-3.5 nose up.
 
Gonzo said:
@genot most Eagle guys (me being one) climb out in VS or pitch mode, 9 out of 10 times the climb out speed ends up being in the range 300-320. The 700 is very overpowered.
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Thanks for that. We have a trainee from another regional that flew the 700 for another regional, I know one of your DXers, and I know a pilot who has flown most flavors of the E jets and nobody had a clue as to why. I get it now.
 
BobDDuck said:
It's more of a mental thing, not grounded in any form of reality. On a 6 hour leg? Sure, picking it up from .75 to .85 is probably going to make a difference. On a 90 minute flight (or, out here on a 19 minute flight with only 5 minutes above 10,000) the difference between 290 and 330 is pretty negligible.
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"About" two-fiddy.
 
queeno said:
Try not to over think depature speed, as a tracon puke your not gonna have the aircraft that long 290/300 works fine for 95% of the aircraft out there. put them in trail and let the Zs figure it out !
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Wise words. I'll give 270/280 all day long without asking. We just typically have a little more dead air than you had at C90. I'll gladly slap 250 on everyone to follow the citation after ground's bad sequencing. Thing is, we have one area in our Z that is pretty cool so I like helping them and the planes out. I've never heard them say anything other than approved to the most ridiculous requests. The other areas are flat out awful. Nothing like a shouting match on the land line while you try to explain why you can't accept a 7th arrival stack, because yes I'm busy, because yes one of the major pro sports leagues/teams is having a championship game here. The other area is just too sad to talk about.
 
Getting away from the bickering for a second, at Bendoveur on the both CRJ variants the twogarbage and the dreamniner there are the same three climb profiles. Normal is 290/.74, fast is 320/.77, and slow is I don't know or care to look it up like 250/.68 or something.
 
I always ask SKW CRJ2 guys their planned climb out speed when they are leading the pack. Than adjust accordingly. Those boys like to go slow for some reason, must be a company thing.
 
I don't know about anyone else here, but I'm paid by the minute. So I tend to fly slow when early or on time. Flying a standup, if you're not clacking, you're slacking.
 
mshunter said:
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Speed and acceleration
For a given aircraft mass the maximum rate of climb will occur when the product of the speed and the excess thrust is greatest. As both thrust and drag vary with speed, there will be a particular speed at which this occurs (the best rate of climb speed) that is different from the best angle of climb speed. If the speed is increased above that for the best angle of climb although the climb angle will decrease, the rate of climb will initially increase.
If the aircraft is required to fly at different speed, the rate of climb will be reduced.

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Far more thrust is required to fly 310 vs 290 vs 250 knots, so the excess thrust available is less and therefore your sustained climb rate will be less.

mshunter said:
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Factors affecting the rate of climb
The rate of climb is the vertical component of the speed, expressed in feet per minute. It depends on the airspeed (V) and the angle of climb. Using the same logic as for the climb gradient:
Rate of climb = V x sin (α) = V x Climb gradient = V x (Thrust – Drag) / Weight

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With thrust being constant, The faster you go the lower the inclination is of your flight path so less of your speed is turned in to climb rate.
 
mshunter said:
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Hmm. Like I said in an earlier post, I reference this stuff a lot for questions I have, so I'll post this as to where I'm getting my info from. Am I interpreting it wrong? And because of what I read here, I have to admit, I didn't look for an LDmax chart. I'll have a look through again and see if I find one. What leads me to believe that it's not necessarily L>D max is what is written here.




http://www.skybrary.aero/index.php/...Aircraft_Performance_During_Takeoff_and_Climb

I also reference Aerodynamics for Naval Aviators quite a bit. Here is an excerpt from it. If it's hard to read like that (copy paste comes out funny and drops out parts and pieces) you can click the link and head to page 154 (type page 172 for the page in a PDF reader). I read this as a higher velocity will give you a faster rate of climb for the same angle, L/D max only plays a small role in something with as much power as we have (which honestly isn't saying much). It also references that best angle would be an L/D max climb in the previous few pages.

http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/media/00-80t-80.pdf


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Interesting what you can learn reading a few chapters of a book.

Just think what you can learn studying this stuff for 4 years...
 
mikecweb said:
Silly midget they don't teach performance in performance 1,2 or 3. It's all basket weaving.
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Course title: High Speed Aerodynamics

Course content: A critical review of daytime court tv shows followed by an interpretive discussion of the litigants, their arguments and impact on modern law. Students will gain a deeper understanding of populist ideas in complex law situations.
 
Polar742 said:
Course title: High Speed Aerodynamics

Course content: A critical review of daytime court tv shows followed by an interpretive discussion of the litigants, their arguments and impact on modern law. Students will gain a deeper understanding of populist ideas in complex law situations.
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And yet, somehow, I manage to operate my airplane efficiently and safely, and even the way that The Man wants it operated, without a Riddle education.
 
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