No gate, no APU

[Bandit_Driver]

The 72's were good at the shorter air fields, as long as they weren't the led sled models (-7B's). Too bad the 72 is just a gas hog at nearly 9-11000 lbs / hr depending on weight. It was always fun to hear a jumpseater's comments on the fuel flows after take off. 10000 pph / engine on the roll

 

[Tommay85]

The 72's were good at the shorter air fields, as long as they weren't the led sled models (-7B's). Too bad the 72 is just a gas hog at nearly 9-11000 lbs / hr depending on weight. It was always fun to hear a jumpseater's comments on the fuel flows after take off. 10000 pph / engine on the roll

I like it! I HATE gas! Burn it ALL!

 

[Bandit_Driver]

Lol...it was a very efficient at turing $$$ into heat, noise, and speed

 

[Autothrust Blue]

Lol...it was a very efficient at turing $$$ into heat, noise, and speed

140 knots, 250 knots, and really, really fast.

The CRJ 700/900 has problems westbound in wintertime.

 

[Bandit_Driver]

140 knots, 250 knots, and really, really fast.

The CRJ 700/900 has problems westbound in wintertime.

I remember days of doing .84 to .86 westbound in the winter and only have 350 kts ground speeds. Then coming back sitting at .78 and gettings 680 over the ground

 

[Cessnaflyer]

The 72's were good at the shorter air fields, as long as they weren't the led sled models (-7B's). Too bad the 72 is just a gas hog at nearly 9-11000 lbs / hr depending on weight. It was always fun to hear a jumpseater's comments on the fuel flows after take off. 10000 pph / engine on the roll

Holy mother we only burn 800PPH/engine on takeoff at sea level. I wonder how Aloha stays in business with their 732's. I guess they only have two though

 

[Bandit_Driver]

Holy mother we only burn 800PPH/engine on takeoff at sea level. I wonder how Aloha stays in business with their 732's. I guess they only have two though

You're only burning that much for a minute or so. After that you have you are coming back to climb power and as you climb the fuel flows start decreasing. Once you get to cruise you are down to 9-11000 pph total. Idle descents are 3000 pph total.

The 732's with the JT8's are similary but only have 2 engines. I don't recall what the cruise burns where though.

The CFM engines are better on the 300's and up.

 

[Cessnaflyer]

Yeah the high bypass are much more efficient. Not as good as my unducted fan jet.

 

[Pilotforhire587]

Lol...it was a very efficient at turing $$$ into heat, noise, and speed

the best ones all did

 

[Shiek Yiboudi]

On the 200 I do it all the time, left pack off run the right pack off the 10th bleed set N2 to ~72% puts out a ton of air and very little increase is thrust. Works well IMO.

In this situation I would've just had both going with the same power setting. Cross bleed thrust is 85% (?) N2 IIRC so no where near that level of power.

You're only doing it right when you get the T/O CONFIG horn. If it's 80F and climbing, I'll be the first to man-up, throw TOGA and listen to that sweet, sweet music!

 

[Bandit_Driver]

You're only doing it right when you get the T/O CONFIG horn. If it's 80F and climbing, I'll be the first to man-up, throw TOGA and listen to that sweet, sweet music!

Depending on the wind and OAT, can you say STRUT OVERHEAT

 

[Autothrust Blue]

Depending on the wind and OAT, can you say STRUT OVERHEAT

And no chimes...you actually had to WATCH the panel.

 

[Bandit_Driver]

And no chimes...you actually had to WATCH the panel.

Exactly, Fires, Cabin Alt, certain config error, are about all Boeing warned you about. The hard one to spot is a TR failure. IT would take a very sharp and lucky FE to spot it.