Envoy CRJ700 climb airspeed

PeanuckleCRJ said:
The CRJ-200 has higher speeds than the 7/9 on approach and tops out at 147 at MLW.

737-800s on the other hand will be around 155 at MLW and similar with 767s. Then let's get @seagull in here to tell us about the MD-11 approach speeds. :p

There is nothing particularly special or extraneous about CRJ landing speeds, particularly the jumbo CRJs.
Click to expand...

Didn't notice this thread before, but since you asked...

MD-11 MLW flaps 35 has a Vapp of 167 kts, so with gust additives can get up to 182 kts on final. I always let ATC know for their planning purposes.

On climb, max TOGW we have a Vmin of 289 kts, then at 10,000 accelerate to 355 indicated to a normal cruise of between ,83 to .85. We like to be at least 290 on descent, but the airplane will call for 355 on transition unless we run up against a limitation with tip fuel, in which case it looks at 310 in the worst case.
 
seagull said:
Didn't notice this thread before, but since you asked...

MD-11 MLW flaps 35 has a Vapp of 167 kts, so with gust additives can get up to 182 kts on final. I always let ATC know for their planning purposes.

On climb, max TOGW we have a Vmin of 289 kts, then at 10,000 accelerate to 355 indicated to a normal cruise of between ,83 to .85. We like to be at least 290 on descent, but the airplane will call for 355 on transition unless we run up against a limitation with tip fuel, in which case it looks at 310 in the worst case.
Click to expand...

Jeebus
 
seagull said:
Didn't notice this thread before, but since you asked...

MD-11 MLW flaps 35 has a Vapp of 167 kts, so with gust additives can get up to 182 kts on final. I always let ATC know for their planning purposes.

On climb, max TOGW we have a Vmin of 289 kts, then at 10,000 accelerate to 355 indicated to a normal cruise of between ,83 to .85. We like to be at least 290 on descent, but the airplane will call for 355 on transition unless we run up against a limitation with tip fuel, in which case it looks at 310 in the worst case.
Click to expand...

That plane is an animal.
 
seagull said:
Didn't notice this thread before, but since you asked...

MD-11 MLW flaps 35 has a Vapp of 167 kts, so with gust additives can get up to 182 kts on final. I always let ATC know for their planning purposes.

On climb, max TOGW we have a Vmin of 289 kts, then at 10,000 accelerate to 355 indicated to a normal cruise of between ,83 to .85. We like to be at least 290 on descent, but the airplane will call for 355 on transition unless we run up against a limitation with tip fuel, in which case it looks at 310 in the worst case.
Click to expand...
We're not worthy.
 
PeanuckleCRJ said:
It's interesting how different carriers have different speeds. Pinnacle was 147 knots at 47k. I've seen 148, and yours is the lowest I've heard of for it.
Click to expand...

Lol, no pinnacle was 142! :p I just finished flying it for pinnacle / endeavor in the last 7 months.

At least it was 142 at that weight from October 07 until July 14
 
Ozelot said:
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.
Click to expand...
Yep. Definitely a company thing (more specifically a cost index thing) unless it's IAH or any of the northeast major airports. They don't play that 250-270 in the climb and .70 - .74 in cruise.
 
SpiceWeasel said:
Lol, no pinnacle was 142! :p I just finished flying it for pinnacle / endeavor in the last 7 months.

At least it was 142 at that weight from October 07 until July 14
Click to expand...

Oh yeah! It was 147 with the additive. They stopped doing the additive, didn't they? We always used to add a minimum of 5.
 
seagull said:
Those speeds are part of the issues pilots have had with landing it as it makes the flare sequence happen quite fast.
Click to expand...
Fiddy, forty, thirty, twenty, ten and you're there? Makes sense, I seem to recall not a few approach and landing accidents on the MD-11 that all seem to be related to the flare.
 
genot said:
Great reply and thank you. Eagle/Envoy is absolutely the only operator of the aircraft that flies like that. If one of their CRJ's are involved I'm far more concerned about the MD-80 in trail not holding the speed in the pack.
Click to expand...

Well.... back in the training department, they really do emphasize that we don't fly Eagle's CRJ-700 at speeds to the point where AA's Stupid-80s are outrunning you... as long as you beat AA it's all good - it doesn't matter that you take forever to get to cruise altitude and you're burning all that gas - just don't get beat by AA.

All the other posters make sense in the fact that there's no way that the climb curves are over on the right side of the envelope - the more efficient climb profiles are back towards the middle of the envelope... my experiences with the CRJ-700 are more in line with @mshunter 's. In the mid-teens, climbing at 290, results in around 1000ft/min climb rate, flying a little faster ~300-315 - results in less than 1000ft/min climb rate, flying even faster ~325-330 results in around 1,500ft/min climb rate and sometimes brief and momentary 2,000ft/min climb rates. It doesn't make any sense and it's definitely not efficient. Above the low -20s there's no point to flying that close to the barber pole, as the airplane can't maintain a positive climb rate at that point.

If you were running late and you were actually serious about trying to make up time in the air and actually have the fuel to do it, then FL320 at .83 is the altitude to fly.
 
woodreau said:
All discussions aside. I was not aware eagle was the only CRJ-700 operator that climbed out at over 300kts. That's just the way the capts flew.

As to why, you'll probably have to go back to the initial cadre CRJ pilots at Eagle when eagle first got them. They were all senior, waiting for their turn to flow to AA when it came to a halt after 9/11. These guys were pretty nonstandard and pretty much flew barber pole everywhere - from their turboprop habits flying jetstreams, metros, whatever eagle flew at the time when they were the separate airlines. They flew the crj the same way.

So there is a lot of pilots left who flew with these guys that still fly fast (300+) but not right at the barber pole-1.

Now that the senior group of pilots are gone over to be AA's problem, the capts left there now flying are more conventional and standard

As far as I know most folks fly 250 to 10k, 2.5 nose up pitch to the low 20's and accept the resulting climb rate and airspeed whatever it ends up being. We' werent targeting a specific airspeed other than over 300 in the climb in the mid-to high- teens.

Switchover to .79 climb. cruise power set on the cyan donuts which results in .83 cruise everywhere.

You'll probably also find eagle CRJs to be faster if they're #1 on approach. The modus operandi is 230kts to about 1800ft -2000ft AGL. then flaps 1, 8, 20 and gear to slow and the remaining flaps out on schedule as the aircraft slows to arrive at Vapp by 1000ft AGL

Apu on and two engine taxi on the ground. Anything to waste fuel.

Plus every captain has a fuel score on how much fuel they are saving by being fuel efficient. Every crj captain I have flown with at eagle was working on getting the worst score possible.
Click to expand...

230 to 1800 AFE? That is just asking for trouble.
 
GypsyPilot said:
Why? It's a standup with lots of rest opportunity, protected by a strict ASE curfew.

I absolutely hate standups, and will not fly them. But ASE is a different animal, and I feel plenty safe doing them.
Click to expand...

Ah, so it is a standup that isn't really a standup. We had/have a few of those at Eagle.
GypsyPilot said:
230 to 1800 AFE? That is just asking for trouble.
Click to expand...
Why? I have done 250 to the maker and still had not problem meeting stabilized approach criteria. Now they just changed our stabilized criteria and I will not be able to do it any more.
 
GypsyPilot said:
Why? It's a standup with lots of rest opportunity, protected by a strict ASE curfew.

I absolutely hate standups, and will not fly them. But ASE is a different animal, and I feel plenty safe doing them.
Click to expand...
Gonzo said:
Ah, so it is a standup that isn't really a standup. We had/have a few of those at Eagle.
Click to expand...
I'm in the same boat; it's pretty much the only SDO in the system I'd have any interest in doing.

Now, Inyokern with 4 hours of "rest opportunity" is not something I ever wanted to do, and did not.
 
Gonzo said:
Ah, so it is a standup that isn't really a standup. We had/have a few of those at Eagle.

Why? I have done 250 to the maker and still had not problem meeting stabilized approach criteria. Now they just changed our stabilized criteria and I will not be able to do it any more.
Click to expand...
If stabilized is 500 then I agree, but you can't get it by 1000 from 250 at the marker.
 
You must log in or register to reply here.
Back
Top