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CRJ-200 Primary and Multi-Function Display

Last time I talked about the different messages on the CRJ200: Warning, Caution, Status, and Advisory. 

What is interesting about the CRJ is that in order to limit distractions during critical phases of flight, messages are inhibited.

The three phases of flight are: Takeoff, Flight, and Landing.

Warning and Caution messages are the ONLY messages that are inhibited.

Advisory and Status messages are not inhibited.

Takeoff

• The aircraft is Weight-On-Wheels (W-ON-W) and
• N1 is greater than 79.1% and
• Airspeed is less than 100 KIAS

In Flight

• Condition 1: Airspeed greater than 100 KIAS and From the runway to 400′ agl
• Condition 2: Airspeed greater than 100 KIAS and 30 seconds W-OFF-W

Landing

• Condition 1: Gear is down and locked and altitude less than 400′ AGL
• Condition 2: Gear is down and locked and 30 seconds W-ON-W
• Condition 3: Gear is down and locked and Radar Altimeter is greater than 400′ agl during a go-around

Once these conditions don’t exist any more, the airplane will start letting you know what the problem is.

Remember to use your QRH and your fellow crew member to address the situation. And never forget one of the cardinal lessons you learned during your primary training: aviate, navigate, and communicate. Though you may be flying jets now and things happen very fast, this lesson still has as much meaning as when you were a student pilot. If you take your time, identify what needs to be done when, and controlling the situation, you are much more likely to come to a favorable conclusion…

Till next time…

Jeffrey

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If you have ever flown into ORD, you know it can be an interesting experience, especially if something goes wrong.

Well, last night we were in CVG waiting out our “flow time” to ORD. To set the stage, we had 7 passengers on board, only about 150 lbs of bags, and not much fuel. This makes the CRJ700 very difficult to land well. It lands a lot better when you are heavy. When you are light…it makes it just a little more difficult.  Anyway…we made a little money while sitting on the taxiway getting ready to go. ORD was having some weather, so we had to wait.

Anyway, most the flight was uneventful. It seems to be the last five minutes that is always the most exciting.

We were being vectored to runway 27L in KORD. The controller gave us a turn to heading 290 degrees to intercept the localizer. I started to read it back but my FO said that the instruction wasn’t for us. So we continued on our present heading. Unfortunately that took us through the localizer. The controller gave us a turn to re-intercept and all was good. On short final we got a message that our GLD were now unsafe which is normally related to the radar altimeter going bad. The GLD deploy upon landing and ruin the lift of the airplane which helps it land. Well short final, I am not going missed. We had plenty of runway and our thrust reversers were working so we were going to land. The only other issue was that we had almost a direct crosswind from the left. My FO didn’t have a chance! We were light, our GLDs weren’t going to deploy, and we had a crosswind. The approach was near perfect; on speed and on glidepath. Once we touched down though, we bounced right back up in the air. We settled down and upon landing, albeit a little hard, made the first high speed exit. The FO wasn’t happy but he got over it. It was a good landing all things considered.

The lesson learned? Never underestimate the airplane, fly it till it stops, and be ready for the unexpected. All this happened in the last five minutes of the flight.

To Your Flying Success….

Jeffrey