Kellwolf's Pinnacle Updates

[CFIse]

Originally Posted by wheelsup

About landing - I seemed to float a LONG way down the runway at first and landing on 26 in PHL (5000') you just can't do that. So I subscribe to the "pound it down" type of landing now unless there is a lot of runway available (8000'+). Then I use CFIse's technique to but you have to be careful - you can drive the mains onto the runway if you flare TOO much, too early.

Wel with the caveat that any landing you can walk away from is a good landing and a great landing is one where you can use the plane again, let me say...

I have used "my" technique on runway 35 at PHL in a significant crosswind, and with the exception that I dipped "below glideslope" to use all the runway the landing was a greaser and we were coasting before we got to the end of the runway. So while I agree, if it's floating get it on the ground, it won't stop any other way, I think the technique I described can produce reasonably short landings AND smooth landings as well.

On the other hand - whatever works, I'm no expert, within G limits and heading in the right direction is a good landing in my book (and many of my early landings would have barely made a passing grade using that criteria).

[wheelsup]

CFIse, good points. I agree, the short landings can be accomplished with the hold it off technique because your touchdown speed is so low and it has a very short rollout once you touchdown. We have a limitation where the TR's MUST be stowed at 80 knots unless you're gonna run out of runway (and aren't allowed above idle unless the runway is contaminated or <6,500'), so we don't have that additional stopping power that other RJ operators have, and have to plan accordingly.

I prefer on short runways to let it hit on the thousands. If you're hitting the thousands on 26/35 with your technique you've gotta be flaring over the river and significantly under the GS ! I'm mainly concerned with not "scaring" the CA's on those short runways - most want it down no matter what. It's their butt on the line so the least I can do is get the thing down .

[kellwolf]

Great tips! Thanks guys. Basically, I've been flaring too high and running out of a/s. A couple of landings, the OE captain commented that my flare looked great, though. A couple I didn't hold the nose wheel off long enough. Right now every fiber of my being is screaming "lawn dart!" on short final, though.

As far as the AP/FD, on about the third visual approach I realized the FD was distracting me more than helping me, so I just have it removed at this point and go for airpseed, vertical speed and pitch. We can have our TR out all the way to 60 knots, then they have to be at idle, so that helps a bit on the floating problem.

[CFIse]

Originally Posted by wheelsup

We have a limitation where the TR's MUST be stowed at 80 knots unless you're gonna run out of runway (and aren't allowed above idle unless the runway is contaminated or <6,500').

Well the brakes are remarkably good if you remember to step on them, but that TR limitation is killing you :-). If I had a no TR below 80K and idle only on 35 than I'd probably have a different technique as well.....

Yes I know - we shouldn't assume the TRs are going to cycle, but then we shouldn't assume the lift dump will work, or that the brakes will work, or that.... - at some point you've got to assume something......

[wheelsup]

Originally Posted by CFIse

If I had a no TR below 80K and idle only on 35 than I'd probably have a different technique as well.

Because 35 is <6,500 feet, they can be used to max reverse, but still must be stowed by 80 knots. The company is concerned about FOD damage.

[JAM]

My first landing in a CRJ in 2003 was a greaser. I then had one in 2004, 2005, and 2006 to finish off my RJ time:-). The ones in between were "adequate." Have you guys ever felt like your landing was so-so only to have a passenger say "great landing" after a flight? I would just smile and say, "thanks."

BTW, with about 2,000 hours in those things I did learn a few tips. You only need to be at/above glide until the MM. Basically, when over the approach lights (if there is nothing else in the way), you may begin reducing speed and altitude to put you at 50' and Vref DECELERATING over the threshold. This will take care of the float for you, and don't stop flying the plane (nose included) until you are at the gate/parking. And TR's aren't even necessary for most landings. Unlike what I am currently flying where TR's are a very nice stopping aid!

[Mariano]

Kell, I don't think I have ever congratulate you for all you achievements so here it is , (better late than never I guess).

The thread is so inspiring and entertaining, and I found the last part (the discussion about landing techniques) utterly fascinating.


Thank you.

[kellwolf]

Okay, so off another trip for OE, this one was a 4 day-er. Unfortunately, it wasn't so good for practicing landings. Flying wise, it was great. I had 5 legs the first day (helped knock the rust of and try some new techniques), then things sorta dried up on the landings front for this trip. Although the 15 hour layover in YYZ didn't suck. Two leg day on Sat (one to MSP and one LONG assed one with a MX delay to ORF), reduced rest overnight, then I got a ONE leg day the next day ORF-MSP, deadhead to BDL, then one more leg the next day BDL-IND with a deadhead home to MEM (which scheduling dropped the ball on, but I wound up getting the jumpseat anyway).

The goal was to fix my approaches. I had some ugly ones and some decent ones. They started getting MUCH better around the next to last day. I had a hideous approach into MSP, then redeemed myself with a night visual into ORF later on. Coming into IND this morning, we had to shoot the ILS 23L NEARLY to mins (low clouds and haze), and I followed that approach up with a greaser landing. My check airman's reponse was "I'll be damned, he CAN fly."

So, looks like the landing problem is more or less under control. They still want to see about five more good landings before releasing me to the line just to make sure I'm consistant. One more trip oughta do it for that. So, now I'm back home waiting on scheduling to call, which should be sometime in the next couple of days.

Here's what I was doing wrong: I was putting TOO much control inputs in. It takes a little bit to realize how damn sensitive this jet is to any control inputs. I'm so used to having feedback through the control surfaces in porportion to the airflow and wrangling the controls in response to that. The CRJ uses a system that sorta mimics what the airflow SHOULD be doing, but it never gets it quite right. I was also making my power changes too big. Once you get it set around 63-66%, you just have to wiggle the thrust levers a bit to get what you need. Once I stopped over controlling and more or less let the plane do its thing and just guide it, things were MUCH better.

Now that I'm having fun flying again, I'm looking forward to the next trip, getting this done and getting released to the line. I won't be able to bid until Aug, but by that time, maybe I can hold a line.

[Swen]

Woo man! Good deal!

[kellwolf]

Well, I'm finally done with OE. After six more legs with another check airman (this one at least based out of MEM), I got the signature that officially releases me to the line. Learned a few more tricks on flying the CRJ that made some things I was having trouble with even that much easier. Approaches and landings are now stabilized and up to line standards, I've got the whole ACARS/FMS thing down cold, and I have somewhat of a clue when it comes to when and what airports have ramp towers, ops freqs, etc.

Now, I get to sit reserve for who knows how long. My sim partner was DAMN close to holding a line this last bid (he forgot to turn his in), and he's two spots UNDER me. So, I might be able to hold a line come Aug or so. We'll see what happens!

[jtrain609]

Thumbs up on employing the, "Not-suck strategy."

Is that a picture of your kid, BTW?

[wheelsup]

Originally Posted by kellwolf

Well, I'm finally done with OE.

Sweet dude! My stress levels went down drastically from my CFI days once I got done with OE because I knew I had a (small) paycheck coming no matter how much I worked, what the weather was, or if a plane broke.

Soon you will start learning how to best manipulate the schedule to maximize pay and minimize time away from home!

Now, if the US would introduce a new energy supply that would make oil $5/bbl I would be completely stress free !

[Bandit_Driver]

Congrats on making it to the line, now it is time to really learn how to fly that plane. Have fun and be safe.

[JEP]

Originally Posted by John Herreshoff

Thumbs up on employing the, "Not-suck strategy."

Is that a picture of your kid, BTW?

Better not be someone else's kid.....


Congrats, Steve on getting it done.......

[ERfly]

Originally Posted by kellwolf

Well, I'm finally done with OE. After six more legs with another check airman (this one at least based out of MEM), I got the signature that officially releases me to the line. Learned a few more tricks on flying the CRJ that made some things I was having trouble with even that much easier. Approaches and landings are now stabilized and up to line standards, I've got the whole ACARS/FMS thing down cold, and I have somewhat of a clue when it comes to when and what airports have ramp towers, ops freqs, etc.

Now, I get to sit reserve for who knows how long. My sim partner was DAMN close to holding a line this last bid (he forgot to turn his in), and he's two spots UNDER me. So, I might be able to hold a line come Aug or so. We'll see what happens!

Congrats man! Welcome to the fun to be had on the line at the regional level. It's day 2 of a 4-day for me and I'm already on my 9th Pairing Modification. The joys!! It's not all bad though. You'll get the hang of regular line operations very quickly and it will be second nature.

Word of Wisdom: If you're in Houston, when you call to push on the ramp freq., make sure to give them your first fix (IAH thing). You'll impress the hell out of them.

[kellwolf]

Originally Posted by ERfly

Word of Wisdom: If you're in Houston, when you call to push on the ramp freq., make sure to give them your first fix (IAH thing). You'll impress the hell out of them.

Cool. First time I've heard of that, but I'll keep it in mind. I kept hearing guys in DTW and MSP forgetting to even say what gate they were at. Took my a few tries, but I'm finally in the habit of telling ground what ATIS I have when I call 'em up now.

Thanks for all the words and support. It's nice to know I'm at least guaranteed a small paycheck instead of worrying if I'll be able to feed myself everytime the winds kick up or t-storms roll in. And yeah, John. That's my kid in the PCL hat and JC lanyard.

[mpenguin1]

Kell

Congrats on passing the checkride!