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Brendan154

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Posts posted by Brendan154


  1. 1 hour ago, imemyself said:

    Oh, I thought someone had asked this already, but looking through the thread I guess my memory was wrong.  Are bleeds / packs off takeoffs performed often?  If so...what does that process actually look like (do you turn the bleed dial thing to closed....or just turn the packs off, or something else?)  In that case would you use the APU to supply bleed air for the packs during the takeoff in that case?

     

    Very rare. I've done 2 in ~800 hours of time in the CRJ900. 

     

    It is very simple. You don't touch any of the bleed controls. Just leave the APU running. That's is. 

    • Upvote 1

  2. 2 hours ago, GCRR said:

    Good evening,

     

    Please, one question for you very helpful "Real World Pilots" here in the forum :

     

    Quite frequently i use to travel between GCRR and GCLP, mainly with BINTER Canarias´ CRJ900/K and they always perform a single engine taxi untill they approach the runway, so i´d like to know how you do it (APU/Bleed-wise), which engine to use for taxiing and if there´s a special procedure/checklist for it. I guess it´s Company SOP dependant but just to get a slight idea on how to do it, as i couldn´t find anything related in the provided documentation.

     

    Many thanks in advance :)

     

    Regards, Lars

     

     

     

    We go out single engine (Right Engine On) with the APU on. Left in Auto, the system will use the APU as the primary bleed source if the APU is running. Once we start the Left Engine, we shutdown the APU. 

     

    The Bleed Valves switch stays in Auto the entire time. 

     

    We run the right engine for single engine taxi because the outboard brakes are on Hydraulic system 2, so with the engine driven pump powered you can leave all four hydraulic switches on the overhead in Auto. Alternatively you can start the left engine and turn the far right (Hyd sys 2) to ON and you'll get full brakes. Inboard and outboard. 

    • Upvote 4

  3. 2 hours ago, imemyself said:

    Definitely some informative posts on managing descents and approaches, thanks CRJisBAE and Brendan154!

     

    The concern about thrust inadvertent thrust reverser deployment sorta makes sense, though it seems like other aircraft use weight on wheels sensors for that safety check?

     

    Some other things that have come to mind...

     

    - Do you commonly use flex / derated thrust on takeoff?  If so, I assume those numbers are generated for you from dispatch or an EFB application (not like a rule of thumb or something)?

    - Are ground power / air used often?  Or might you just stay on APU for a short turn / at an out station?

    - Other than system failures, is there any reason that manual bleed management would be used?

    - what do typical CoG numbers look like?

     

    In order here...

     

    Yes, we Flex basically all the time. We won't flex if:

    Anti Skip Inop

    Anti Ice Required for T/O

    Contamined Runway

    Downdrafts/Windshear

     

    We will turn off the APU if they connect ground power on a turn. Very rarely will we see ground air on a turn. If we think we need the APU to keep the cabin at a reasonable temp, it stays on. The APU is

    a single stage centrifugal compressor; it's much more simple and durable than the turbines in the engines and can be

    started and stopped with greater frequency without the worry of damage. In fact, running the APU for long periods of time is actually more damaging than periodic shut down and restarts. 

     

    [random bonus aside]

    APU startup and shutdown procedure:

     

    Press PWR FUEL, verify DIGS (on ED2):

    DOOR open (APU door open)

    IN BITE (APU IN BITE status message)

    GAUGES (RPM and EGT indications appear)

    SOV (APU SOV OPEN status message appears)

    One APU IN BITE status message disappears, press the START STOP switch. 

    At 99% RPM + 2 seconds, the APU aid available. 

     

    If you start it in the air, the APU door wont open until you press the START STOP switch. This is normal to prevent windmilling at a critical RPM where it's not rotating quickly enough to adequately self lubricate. 

     

    Shutdown, start by pressing the START STOP switch. 

    Once the RPM winds down, wait till the APU door closes on ED2, then press the PWR FUEL switch. 

    [/random bonus aside]

     

    Only time in normal ops that I've had to put the bleeds in Manual mode is taxiing in single engine, then starting the APU. The Air Cond System Controller (ACSC) gets confused if you shut down an engine before the APU is running and won't automatically switch the packs to the APU. The order it's expecting is:

    engines start

    APU off

    APU on

    engines off

    any disruption there and it gets confused. If you're taxiing in and decide to go single engine before starting the APU (please don't if it's summer), the ACSC won't automatically switch the packs to the APU when you start it. The rememdy is to go to Manual Mode, open the ISOL valve, rotate to APU on the source knob, wait for them to transfer, then put them back to BOTH ENG (I think? It's the 12 o'clock position) and ISOL closed, then mode switch to AUTO. This'll reset the system controller and prioritize the bleeds correctly. 

     

    For CoG I've seen everything from 16.0 to 24.5 %Mac. On average, maybe 18.0? Just kinda guessing. Sorry I don't have a better answer there. 

     

    Hope that answers your questions!

    • Upvote 10

  4. 11 minutes ago, Chris Smith said:

    This is an awesome thread! What sorts of cruise machs do you use in the real world? 

     

    .77 Mach for normal flights. 

     

    .80 sometimes into certain stations.

     

    .82 if we have spare gas/running really late/go home day. 

     

    300kts indicated if you never make it to Mach numbers. 

     

    Just for fun:

    Climb: 250/290/.74

    Highspeed Climb: 250/320/.77

    Descent: .77 (or cruise mach)/290

    • Upvote 3

  5. 1 hour ago, Propane said:

    Edit: Speaking about those speeds, if you want to skip at least one button push (ask any pilot, workload management is important :P )... Just set 280KIAS after climbing through 10.000 and forget about it. At switchover point of FL316/31.600ft that will translate into ~M.77 which will let you climb up to FL410 if weight and atmospheric conditions allow. 

     

    But... but... then my speed bug isn't perfectly synchronized to M.77.


  6. 13 minutes ago, Propane said:

     

    EASA FTL here, and a pretty decent crewplanning department ;) . Very few overnights, so home nearly every night and shortest overnight rest 10 hours. Doing 280/.77 auto switchover is fast enough for me most of the time :D. Also, arrivals and departures are a bit different here then in the US as far as I know, so different flying styles. I come from an all manual everything turboprop so I don't bother too much with the FMS advisory VNAV, I have my own VNAV baked in and it's usually more flexible and takes shortcuts and speed reductions into account :P .

     

    When you're on duty all night and are getting 4 hours of sleep at the hotel, those extra 30 knots do wonders for morale. 

     

    Until NY approach turns you 30° degrees off course and slows you to 250 at FL220 for spacing. 


  7. 1 hour ago, adamant365 said:

    This could be a great thread. I have one question: when you arrive at the aircraft, is it always "cold and dark?" I know with other sims, there are intermediate panel states like long turn, short turn, etc. 

     

    I could see it being completely black for first flight of the day, but I would expect some power/setup already done for successive flights.

     

    EDIT: what I'm getting at...I'd like to see the devs implement the ability to save panel states so we can have a more realistic setup. 

     

    We usually leave the airplane in one of a couple different states. 

     

    If if its just a turn and we are keeping the airplane, we just run the shutdown procedure:

    seat belts off

    engines off

    fuel pumps off

    probes and windshield heat off

    hydraulics off

    beacon off

    nosewheel steering off

    transponder standby

     

    If the the airplane is doing a very quick turn and the recieving crew is already there, we may leave it in this state too with just a quick word like "hey the APU is running, we didn't secure it"

     

    If the airplane is going to sit without a crew for <1 hour:

    External power on, APU off, battery master off, recirc fan off, cond air off, emergency lights off, IRS' off. 

     

    In this case we are leaving the airplane for >1 hour until the next crew takes it. Or basically the same thing with the external power off too, and disarm the thrust reversers. That will make it go dark.

     

    • Upvote 9
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