CRJ V1 cuts !

Autothrust Blue said:
"Speed and heading"
"Do you mean speed MODE heading MODE?"
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I used to drive an Ultra with a former US Airways captain
"Heading"
"Heading"
"NAV available"
"NAV"
"NAV"
Build a pyramid and cross the Nile kind of guy.

Then I flew a CJ2+ with a private rated owner in the left seat.
"Positive rate"
"Huh?"
"Positive rate. Gear up?"
"Oh, yes, please"
"Four hundred"
"Huh?"
"Flaps coming up..."

Second job paid moar moneys
 
Beefy McGee said:
My problem with V1 cuts simulator training is sim instructors getting on to a student for not making corrections fast enough because the student had to wait until he saw the nose move one way or the other or saw the engine instruments change - you know, to figure out there was a loss and which one it was.

Whereas the instructor knew which engine was going to fail before it happened.

Pretty distracting to have an (impatient) instructor get on someone like that. Give the student a chance to detect it and do what he's supposed to do before you start distracting that student with verbal corrections.
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If you're getting that, you have a marginal instructor. I'm nearly silent during any training until it is time to talk. (Or unless something BIG happens that needs immediate correcting.)

Sure, there are times to talk during a maneuver, but those are generally less frequent than some instructors think. Most trainees cannot listen and think and fly all at the same time. Not at first anyway.

Anywho, sorry you had that experience.
 
PhilosopherPilot said:
If you're getting that, you have a marginal instructor. I'm nearly silent during any training until it is time to talk. (Or unless something BIG happens that needs immediate correcting.)

Sure, there are times to talk during a maneuver, but those are generally less frequent than some instructors think. Most trainees cannot listen and think and fly all at the same time. Not at first anyway.

Anywho, sorry you had that experience.
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I think you are being very kind and diplomatic. Well done! ... That instructor can eat my shorts.
 
mrivc211 said:
"It's a non-event in the RJ"

Most spoken words of EMB-120 pilots transitioning to the RJ early 2000's.
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That's 'cause most Bro drivers have real world experience with those pesky engine failures. Jet jocks get no props from Bro Bros.
 
BobDDuck said:
I've had (proportionally to total time in each) more engine failures in a jet than in a prop (turbine and piston combined).
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I've had more engine control problems in the CRJ than in any other aircraft I've flown; I never had so much as a hiccup out of the Pratts on the Brasilia, and in the short time I've been on the CRJ I've had (for whatever reason) several unscheduled APR activations.

"That's cool, I guess."
 
Autothrust Blue said:
I've had more engine control problems in the CRJ than in any other aircraft I've flown; I never had so much as a hiccup out of the Pratts on the Brasilia, and in the short time I've been on the CRJ I've had (for whatever reason) several unscheduled APR activations.

"That's cool, I guess."
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That's weird as the engines are the only thing I didn't have a problem with on the CRJ. Even when they mounted a new one and didn't put oil in it.
 
Screaming_Emu said:
That's weird as the engines are the only thing I didn't have a problem with on the CRJ. Even when they mounted a new one and didn't put oil in it.
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I'm pretty sure the specific issues I've had are not the fault of GE's fine power plant, but the equipment it is mated to.

Would like to hear the oil story.
 
Autothrust Blue said:
I'm pretty sure the specific issues I've had are not the fault of GE's fine power plant, but the equipment it is mated to.

Would like to hear the oil story.
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Mounted a new (or maybe just different?) engine in BDL. It flew to ORD where I got it. Flew (with no autopilot) from ORD-SAV. About half way we noticed the oil pressure was in the green, but bouncing all over the place. Ran QRH, no change. Conferred with the company, they said press on.

Land in SAV, contract MX comes out and puts a reasonable amount of oil in it, still shows empty. No evidence of leaks, so they put a fornication ton more in until it's topped off. Quick engine run and then it was off to ORD.

I guess it's shipped with a certain amount still in it, engine DGAF and ran anyway.
 
Screaming_Emu said:
Mounted a new (or maybe just different?) engine in BDL. It flew to ORD where I got it. Flew (with no autopilot) from ORD-SAV. About half way we noticed the oil pressure was in the green, but bouncing all over the place. Ran QRH, no change. Conferred with the company, they said press on.

Land in SAV, contract MX comes out and puts a reasonable amount of oil in it, still shows empty. No evidence of leaks, so they put a fornication ton more in until it's topped off. Quick engine run and then it was off to ORD.

I guess it's shipped with a certain amount still in it, engine DGAF and ran anyway.
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Huh, interesting.

Impressive even.
 
Cptnchia said:
Keep in mind that the core engine is basically the same one that is mounted on the A-10, just super derated. That thing can take a direct hit of AAA, and keep on, keeping on, so to speak.
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The CF34 is a beast, and like Emu said, the engines were always the least of my issues on that plane. Still had two of them go, but one was fod (I guess a common mallard duck is bigger than a piece of AAA) and the other was a MX screwup. I've had one BR715 toss a turbine blade (which apparently RR had never seen before), but otherwise it's been a solid engine, especially considering how we run them.
 
This is My Screen Name said:
Absolutely, I guess I meant in the sim it was rapid fire, back to back. I know stuff can and will come fast in real life also but... en route happens in real life also. So yes, I should absolutely be able to tell you why I'm pushing what I'm pushing Being on IOE I'll probably brief the auto pilot modes when I brief the plate, time allotting(expecting ILS 99% of the time).
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Don't expect your IOE to be tons of ILS's....mine consisted of arcs, holds, VOR, GPS, LOC, LOC BC approaches. Only did ILS approaches into bigger terminal airports.

Of course on the line might be different.
 
tcco94 said:
Don't expect your IOE to be tons of ILS's....mine consisted of arcs, holds, VOR, GPS, LOC, LOC BC approaches. Only did ILS approaches into bigger terminal airports.

Of course on the line might be different.
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I think I did one or two ILS's on IOE. I did a bunch of RNAV approaches. Including a procedure turn, oddly enough in TYOOL 2017.
 
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