COA739ER From United States of America, joined Dec 2006, 6 posts, RR: 0 Posted (6 years 9 months 1 week 5 days 19 hours ago) and read 2483 times:
Ok, here is the info... I was reading the FOM for the EMB-135ER/LR, EMB-145EP/LR, EMB-145XR and as far as the climb schedule it states to use 240kts to 10,000ft, increasing linearly to 270kts from 10,000 to 12,000ft., maintaining 270kts from 12,000 to 17,400ft and .56M above 17,400 (FLC profile)
240kts to 10,000ft increasing linearly to 290kts from 10,000 to 12,000ft, maintaining 290kts from 12,000 to 21,600ft and .65M above 21,600 (alternate profile).
This is for the 135ER/LR and 145EP/LR.
The question is which mode do you guys/gals prefer above 10,000ft? Its been found that climbing between 1100 and 1400fpm above 10,000ft to cruise altitude provides a very comfortable ride for both pax and the flight attendant who has to haul to galley cart up/down the aisle.
Ok, now your thoughts, comments, etc...
Thank You for flying Continental and we look forward to seeing you again soon.
ThePinnacleKid From United States of America, joined Feb 2005, 692 posts, RR: 8 Reply 1, posted (6 years 9 months 1 week 5 days 13 hours ago) and read 2432 times:
Personally... if I can.. I'll use FLC to 10K, at 10K switch to VS and dial down to 500 fpm to 1000 fpm to accelerate a little quicker.. then just increase VS upwards to around 1500 or so fpm the rest of the way... just depends on how heavy and what I'm getting results wise... some flights its less, some flights its more...
Mexico and of course non-B air... I use IAS 200... usually just leave it that till 10K and then switch to VS and do the same as above...
As far as the FLC profile... the one you mentioned is only for the EMB-135ER/LR, & EMB-145EP/LR's... the 145XR is a different breed...
the FLC profile for the XR is:
240 kts throught 10K
240 kts increasing to 290 kts through 14K
then 290 kts till transitioning to Mach and climbing at M 0.6 the rest of the way up....
The descent profiles of the FLC are the same for all EMB-135/145 aircraft though... no difference in XR when comin' down the hill
btw... all of the profiles are just rough guides.. you gotta do what ya gotta do.... yesterday on a flight out of IAH we were asked to maintain 280 in the climb for spacing.... so, at 10K, VS 500 fpm, let the speed start building up... slowly increased VS to slow the rapid acceleration down... then about 275 kias selected IAS... then slowly dial that up to 280.. and let her go.. she climbed at 280 KIAS up till we were told to "resume normal speed"
granted.. the way I said I do it... isn't anything set in stone at all... it's simply technique and what I tend to use, talk to 5 other pilots, get 5 other answers. = )
IAHFLYR From United States of America, joined Jun 2005, 4777 posts, RR: 25 Reply 2, posted (6 years 9 months 1 week 5 days 8 hours ago) and read 2388 times:
Quoting ThePinnacleKid (Reply 1): out of IAH we were asked to maintain 280 in the climb for spacing.... so, at 10K, VS 500 fpm, let the speed start building up... slowly increased VS to slow the rapid acceleration down... then about 275 kias selected IAS... then slowly dial that up to 280.. and let her go.. she climbed at 280 KIAS up till we were told to "resume normal speed"
Must have been a slow day.......unless the speed of the day was 280 KIAS above 10,000' I'd have asked what the guy behind you was wanting for flight plan speed and then adjusted yours accordingly......maybe 300 KIAS or better, I don't care if you climb just GO!
Any views shared are strictly my own and do not a represent those of any former employer.
ThePinnacleKid From United States of America, joined Feb 2005, 692 posts, RR: 8 Reply 3, posted (6 years 9 months 1 week 5 days 5 hours ago) and read 2344 times:
Hey IAHFLYR...neither the capt. or myself really cared that we had to do the 280 climb... we we're on the way to Nassau =)
It was odd to be asked that though... I don't know what was going on... it was orig. assigned by departure then first center cont. asked us to maintain the 280... the second center cont. gave us the resume normal... oh well... no big deal.. we we're east bound with a nice tail wind enroute to paradise. It's a tough life.
KAUSpilot From United States of America, joined Jan 2002, 1958 posts, RR: 34 Reply 4, posted (6 years 9 months 1 week 5 days 5 hours ago) and read 2341 times:
Leaving 10,000 ft, select vertical speed 500 fpm and then maintain:
290 knots until .60 in the XR
290 knots until .65 in all other models
This is company policy at Expressjet. In EWR you should not select 500 fpm or they will chime in and ask you to give them a good rate though. The point is to get to 290 knots as soon as practical.
This will yeild approximately 1500 fpm in temps less than ISA and approximately 1000 fpm in temps greater than ISA. These values will vary +/- 500 fpm, maybe more depending on weights and subfleet type.
The FLC mode is generally NOT used above 10,000 ft. VS mode or IAS mode is typically used in order to adhere to the aforementioned profiles.
KAUSpilot From United States of America, joined Jan 2002, 1958 posts, RR: 34 Reply 6, posted (6 years 9 months 1 week 5 days 5 hours ago) and read 2331 times:
The porpoising is one reason, but the primary reason is that FLC mode holds 270 until .56 in non-XR models, which is too slow to be practical in most situations. You can use FLC in the XR, but it accelerates to 290 rather slowly, taking 4000 ft whereas it can be done in less than 1000 ft using VS 500 fpm.
IAS mode suffers from porpoising just as much as FLC mode in the climb, so neither mode is used much by most pilots unless the air is relatively calm.
Also, in the XR you should not hold .60 mach much beyond FL300 with weights over 48,000 lbs due to the low speed buffet margins.
ThePinnacleKid From United States of America, joined Feb 2005, 692 posts, RR: 8 Reply 10, posted (6 years 9 months 1 week 4 days 14 hours ago) and read 2218 times:
Yeah.. I'm stayin in IAH... its an easier commute from DFW with both CO and AA doin' that vs.. SAT just AA doin it... (unless I really wanted to drive an extra 40 minutes and commute from DAL.. then I would have WN as an option.. but why do that when I can just keep IAH.. I'm moving up quick in seniority, and I can commute from an airport 20 min from my house...)
KAUSpilot From United States of America, joined Jan 2002, 1958 posts, RR: 34 Reply 12, posted (6 years 9 months 1 week 3 days 16 hours ago) and read 2126 times:
Quoting Alias1024 (Reply 11): Out of curiosity, does ExpressJet have any restrictions on use of VS mode in climbs? My airline prohibits VS mode during climbs unless the aircraft is being hand flown.
Nope, no restrections. It is the most commonly used mode for climbs and descents. The reason: it is much smoother than IAS and FLC. IAS and FLC pitch abruptly and somewhat erraticly to maintain speed, especially in bumpy air. There is no low speed protection in VS mode so obviously you have to pay attention, but thanks to the effecient design of the wing on the ERJ, you can get pretty slow at most weights before you have to worry about the low speed buffet (unlike the CRJ). Pitch mode is used in the climbout by some pilots too.