Descent planning questions

Derg said:
Oh, I had one of those recently.

Class II FLT CTL ECAM message, copilot with about 100 hours on the jet.

"So what do you think about that class II message?"

"Oh, it'll probably go away"

"Have you ever seen a Class II FLT CTL message go away?"

"On the CRJ…"

Call maintenance...
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If you're aligned and F/CTL hasn't gone away, it ain't going away!
 
Autothrust Blue said:
I think we may have talked about that, actually. One of my least favorite "features" on this airplane is that we have flight-control related status messages that are "normal" with no hydraulic pressure. Then there are the ones that aren't normal.

I wield my writeup pen fiercely, but I also know that you can bang out the spoiler electronic control unit reset procedure and associated paperwork in about 6 minutes. "Reset IAW CRJ FRPM and fault cleared..."
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1N8, 2N8, 4A 2&3.

As much as I try to unlearn some items, some just stick.
 
Springer said:
I agree, he was a "dumbass" if he insisted on you using V/S but he is not a "dumbass" for taking the extra effort to provide a smoother ride for your passengers. I was always amazed how someone would give their left nut to fly for an airline and then when finally hired do nothing more than the minimum. I maybe old school these days when I say try to fly the plane so your customers are not aware they are in climb, descent, or a turn. For the record, depending on the aircraft, I used V/S at the top of descent.
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You did read where he said they have boxes in the back?

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Springer said:
I agree, he was a "dumbass" if he insisted on you using V/S but he is not a "dumbass" for taking the extra effort to provide a smoother ride for your passengers. I was always amazed how someone would give their left nut to fly for an airline and then when finally hired do nothing more than the minimum. I maybe old school these days when I say try to fly the plane so your customers are not aware they are in climb, descent, or a turn. For the record, depending on the aircraft, I used V/S at the top of descent.
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K
 
BWER said:
You did read where he said they have boxes in the back?

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Crap, when he said "fly boxes" I was thinking in terms of inputs into the FMS "box." Duh.....

Sorry Screaming, I should have peeked at your profile. I'll delete the post if it will still let me.
 
SquatThrust said:
I'd regularly be on downwind at 13k and inside of 4 miles on final in an empty Twin Otter. One of the joys of working at a drop zone. And especially one of the joys of flying the Otter.
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The -6 is a great airplane. It does everything well, except forward speed. Especially flap speeds when trying to sequence into an arrival.


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CFI A&P said:
The -6 is a great airplane. It does everything well, except forward speed. Especially flap speeds when trying to sequence into an arrival.


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Ain't that the truth. Low 130s kias in cruise is the best I could get out of it. Makes up for it by being able to make the turn off the runway at 1000' without even breaking a sweat.

I tell people that flying the Twin Otter is like driving a Miata. Doesn't get anywhere fast, but it sure is fun and agile and so easy to make it do what you want.
 
SquatThrust said:
Ain't that the truth. Low 130s kias in cruise is the best I could get out of it. Makes up for it by being able to make the turn off the runway at 1000' without even breaking a sweat.

I tell people that flying the Twin Otter is like driving a Miata. Doesn't get anywhere fast, but it sure is fun and agile and so easy to make it do what you want.
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We call it a navigational hazard. It is a great machine for short operations, intersection departures with 2,000' remaining? No problem. The dilemma I have is the wing span restrictions at a particular airport. Due to taxiways adjacent to the shorter runway, anything over 44' has to use the larger runway with all the large/ faster machines. Always best forward speed as long as possible to sequence in between traffic crossing the FAF at 170KIAS and slowing to Vref.
 
Mavmb said:
I know you can multiply altitude times three. So 10000 to 4000 ft, that is 6000 ft to lose. 6 times 3 =18 miles.

This problem though seems more complicated. FL340 to FL220 with a 420 kt groundspeed and 2000 ft a minute descent?
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Or... if you use an IpHonE you could always punt...
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