More Random trip pics...

[rausda27]

An ATR, The Enemy, and ATC request to keep the speed up...

[rausda27]

767, 757, MD-88, and the best Canadian 50 seat jet ever built...(except in cold weather, go figure)

[meritflyer]

Great Pics!!!!

[bwade210]

Very nice pictures, thanks for sharing!

[intern_mike]

Was the second set taken at MCO (Orlando)?

[frog_flyer]

schweet

[surreal1221]

Very cool!

[rausda27]

Originally Posted by intern_mike

Was the second set taken at MCO (Orlando)?

Nope..The ATL

[Maximillian_Jenius]

Originally Posted by rausda27

767, 757, MD-88, and the best Canadian 50 seat jet ever built...(except in cold weather, go figure)

I thought all planes performed better in cold weather vs. high and hot weather/temperature. Care to explain why the CRJ isn't so hot of a performer in the cold?

[rausda27]

Not performance wise, although the CRJ dogs out around FL180 in a climb.

It can be finicky when we run the first flight of the day checks and it is cold outside.

It is also a pain when you are in icing conditions in either climb (power limited) or in a descent (power on to keep the anti-ice going).

[lnewby]

Great pics.

[BobDDuck]

Originally Posted by Maximillian_Jenius

I thought all planes performed better in cold weather vs. high and hot weather/temperature. Care to explain why the CRJ isn't so hot of a performer in the cold?

The CRJ is basically a reset jet. I have about 15 different circuit breaker pulls written down in my daily log to clear common problems (at the gate when directed by MX only of course). Anyhow, for what ever reasons, the plane often has more problems when it is cold. It does strange unexplainable things involving just about every system on the aircraft. You just sort of shrug your shoulders and say... "first flight gremlins".

Now, as the the climbing an descending in ice... yeah, stupid Canadians. Once you are in the flight levels, the thing is underpowered to begin with but trying to climb with wing and cowl ice on is a joke. And on the way back down there is nothing quite as fun as descending at just 500 feet a minute with the spoilers out and the power up just to keep enough hot air blowing on the wings. The 700 is better, although it still runs into problems on the climb out sometimes.

[Maximillian_Jenius]

Originally Posted by BobDDuck

The CRJ is basically a reset jet. I have about 15 different circuit breaker pulls written down in my daily log to clear common problems (at the gate when directed by MX only of course). Anyhow, for what ever reasons, the plane often has more problems when it is cold. It does strange unexplainable things involving just about every system on the aircraft. You just sort of shrug your shoulders and say... "first flight gremlins".

Now, as the the climbing an descending in ice... yeah, stupid Canadians. Once you are in the flight levels, the thing is underpowered to begin with but trying to climb with wing and cowl ice on is a joke. And on the way back down there is nothing quite as fun as descending at just 500 feet a minute with the spoilers out and the power up just to keep enough hot air blowing on the wings. The 700 is better, although it still runs into problems on the climb out sometimes.

So Ethan or Rausda27, why exactly is the CRJ 200 such a dog in a climb after FL180? But a rocket at flight levels?

Is it the wing, the severely under powered CFM's or is it maybe the MTOW/IGW? Or could it just be a trifecta?

[Foxcow]

How much thrust are those CFMs making? On the EMB145, our RRs are making 7426lbs of thrust a piece and we can still easily make 1500ft/min through 30,000ft at a normal to somewhat heavy weight.

[BobDDuck]

It's underpowered. Without looking it up the -3B1s put out around 9200 pounds of thrust. It sounds like a lot, but the thing is the airplane is just a stretched out business jet. They mostly fixed the problem on the -700 with the -8C1s dumping over 12,500 pounds each. Also, the -200 wing isn't really that effective. There are the obvious problems with it at slow speeds (no leading edge devices) but even at clean climb speeds it doesn't do too much.

[SmitteyB]

Originally Posted by intern_mike

Was the second set taken at MCO (Orlando)?

You can use ICAO codes. We all know them.

[C150J]

Originally Posted by BobDDuck

It's underpowered. Without looking it up the -3B1s put out around 9200 pounds of thrust.

... and that's with APR... 8729lbs otherwise.

[skyrunner1500]

Originally Posted by C150J

... and that's with APR... 8729lbs otherwise.

And the APR is armed for only 5 minutes after takeoff (arms above 79% N1 and activates with an engine failure)...

[NC_BE300]

Yesterday morning in Des Moines, Iowa, going out to our CRJ the outside temperature was -20C , not to mention the windchill from the 22kt winds. Needless to say-the plane wasnt happy starting up either. Spoileron faults, Fuel lo temp cautions, not to mention that when the main cabin door is open-just about all the freezing air blew right to the flight deck as we were getting the airplane ready. Took awhile-but eventually everything cleared up.

[H46Bubba]

Originally Posted by NC_BE300

Yesterday morning in Des Moines, Iowa, going out to our CRJ the outside temperature was -20C , not to mention the windchill from the 22kt winds. Needless to say-the plane wasnt happy starting up either. Spoileron faults, Fuel lo temp cautions, not to mention that when the main cabin door is open-just about all the freezing air blew right to the flight deck as we were getting the airplane ready. Took awhile-but eventually everything cleared up.

Close the cockpit door! Have you been visited by the flaps fail gremlins yet?

[NC_BE300]

Nah-no flap gremlins. But definitly did close the door after a short time.

[n57flyguy]

Why doesn't the CRJ have a 2nd FMS?

[NC_BE300]

$$$$$$$$ - from what i understand. I've seen pictures of CRJ operaters in Europe that do have 2 FMS's-that would be cool, because its sometimes a pain to reach around the throttles when flying-or when the other guy is flying.

[C150J]

Originally Posted by NC_BE300

$$$$$$$$ - from what i understand. I've seen pictures of CRJ operaters in Europe that do have 2 FMS's-that would be cool, because its sometimes a pain to reach around the throttles when flying-or when the other guy is flying.

... Or when it goes blank 50nm out of PHL.

[NC_BE300]

Been there and done that. I've lost the FMS going into DCA, with about 30 minutes still in the flight. And of course after landing and reset....everything came right back.