Jordan93
Well-Known Member
Because I’m still jockeying the thrust levers. A true VNAV is one where I can be totally hands off and monitor.
"Climb via" vs "descend via" technique in CRJ
- Thread starter STS-41B
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Cptnchia
Dissatisfied Customer
That’s what I said, but apparently that triggered some people.
Cessnaflyer
Wooooooooooooooooooooooooooooooo
Seems to work fine without the auto-throttles. For the aircraft I've been in you hit the button it goes down and I move the throttles a couple times.
Screaming_Emu
Well-Known Member
A couple of the -900s that ASA had were equipped with actual VNAV. Autothrottles would have been great, but it was still a huge improvement.
Jordan93
Well-Known Member
I guess useless is a bad way to describe it. I feel like to get the most out of a VNAV system, it should include auto throttles.
Jordan93
Well-Known Member
I’m pretty sure there is an option for auto throttles for the CRJ. I’m not aware of any US regional that purchased that option though.
Cptnchia
Dissatisfied Customer
Maybe the -900. The -200 was never certified with them.
BobDDuck
Island Bus Driver
There is an STC for the CRJ850 (which is basically the 700 in business configuration) for autothrottles. There was some design work done during the development of the CRJ 900 (and then again with the 1000) to put in autothrottles, but it never happened.
KSCessnaDriver
Well-Known Member
It's not called FODEC for no reason...
My company published a descent angle for every OPD arrival. Drop that in the FMS, set the first hard altitude, mash the VNAV button (if equipped) or just follow the snowflake with the assistance of the DIR INTC button.
Works 50% of the time, every time.
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Works 50% of the time, every time.
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Cptnchia
Dissatisfied Customer
djh1007
Flying Squirrel Trainee
When I was at Mesa 9 -900s were next gen and had VNAV...I believe they were configured for another operator who cancelled their order, and JO probably got them at a steal. They also had two FMS, and I think most of our fleet only had one.
We have a similar Proline 4 setup in the Falcon 2000 Classics and the VNAV functions seem to work pretty well on descents, although no one trusts them during the climb. We always set eat altitude on the way up at TEB for example.
We have a similar Proline 4 setup in the Falcon 2000 Classics and the VNAV functions seem to work pretty well on descents, although no one trusts them during the climb. We always set eat altitude on the way up at TEB for example.
The 900 next gens all have VNAV capability or the VNAV button ..So do the 700 models that are next gen ...
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trafficinsight
Well-Known Member
Autothrust Blue
Welcome aboard the Washington State Ferries
Without bothering to crack a book, you'd think this sort of thing would be, you know, standardized, given the potential for spectacular cock-ups.
True. But “standardization” and Mesa don’t exactly belong in the same sentence.
The CFM recommends doing it step by step, but our most senior check airmen does it by setting the bottom altitude and using the snowflake..
Oh well.
Autothrust Blue
Welcome aboard the Washington State Ferries
Performance nominal.
JustinS
Well-Known Member
On a climb via clearance, I set the top altitude on the SID unless there is an at or below restriction on the SID. A good example of this is DEN where typically all the SIDs have an at or below restriction. I'll set 10,000' and once we pass that restriction I will dial it all the way to the top altitude, and make sure to comply with any at or above restrictions on the SID. Typically with SIDs that only have at or above altitudes, I just set the top altitude and make sure I am at or above at each fix. Typically performance is such that it's never brought into question if you will make it. Also the little circle on the VSI will show what VSI is required to make an at or above restriction. A good place where this circle comes in handy is on the east bound SIDs out of LAX that have you depart out over the ocean make a left sweeping 180+ degree turn fly over top of the airport and on your way. It requires typically a steep climb gradient that must be monitored closely to ensure crossing over top of the airport at 10,000'.
For a descend via clearance, I like to set the bottom of altitude of the next fix so that I am protected from inadvertently descending below the bottom altitude for a fix on a STAR. The DIR INTC page with vertical speeds required to hit the top altitude of a crossing restriction is used to ensure I have a vertical speed that will put me below the top altitude required at a fix. It's all easy cheap insurance to make a crossing restriction and stay out of trouble. The CRJ may not have any VNAV capabillity, but I very much love the DIR INTC page with the vertical speeds required. You can often look down line and find the steepest vertical speed required for a top altitude of any of the fixes and find out what is the most restrictive in terms of glide path required so you don't accidentally put yourself in a spot where you make the top of one crossing restriction but then end up too high/fast for the next crossing restriction. Some STARs are sneaky like that...
The whole point of setting a specific altitude is protection from busting a crossing restriction. There are a lot more at or above crossing restrictions on a STAR than there are at or below restrictions on a SID and that's why you see more top altitude bugged on SIDs while bugging every single intermediate altitude on STARs.
For a descend via clearance, I like to set the bottom of altitude of the next fix so that I am protected from inadvertently descending below the bottom altitude for a fix on a STAR. The DIR INTC page with vertical speeds required to hit the top altitude of a crossing restriction is used to ensure I have a vertical speed that will put me below the top altitude required at a fix. It's all easy cheap insurance to make a crossing restriction and stay out of trouble. The CRJ may not have any VNAV capabillity, but I very much love the DIR INTC page with the vertical speeds required. You can often look down line and find the steepest vertical speed required for a top altitude of any of the fixes and find out what is the most restrictive in terms of glide path required so you don't accidentally put yourself in a spot where you make the top of one crossing restriction but then end up too high/fast for the next crossing restriction. Some STARs are sneaky like that...
The whole point of setting a specific altitude is protection from busting a crossing restriction. There are a lot more at or above crossing restrictions on a STAR than there are at or below restrictions on a SID and that's why you see more top altitude bugged on SIDs while bugging every single intermediate altitude on STARs.