Flybe E190/195 speeds for my flightsim
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Flybe E190/195 speeds for my flightsim
Hi Does anybody know what speeds flybe use for climb/cruise/decent in the E190/195, including mach if possible so i can impliment this on my flight simulator.
Thanks
Paul Knight
Thanks
Paul Knight
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Hi.
Normal climb speed would be 250kts up to FL100, then 270kts beyond that up to transition to Mach, where this becomes M0.73. The mode used for climb is normally FLCH, with power selected at CLM1.
Normal cruise would be 290kts, or M0.78, but selecting a long range cruise option can reduce these to as little as 250kts or M0.70 or lower. It all depends what the FMS calculates as the LRC speeds given the expected conditions on the day, and what speeds the crew elect to fly.
Normal descent speed is M0.76 or 290kts on transition, reducing to 250kts below FL100. In practice however, the normal descent profile is to use FPA to select a 3 degree slope and let the autothrottle control the speed. If the a/c is unable to maintain the selected speed, then just reduce the FPA as required. Using FLCH in the descent gives fairly high rates of descent and a steep deck angle, which is uncomfortable and not necessarily desirable.
All these speeds can be pre-selected in the FMS in the PERF INIT pages (page 1), and the flight conducted by selecting FMS speeds on the mode control panel on the glareshield, above FL100.
Standard approach speeds would be minimum 210kts 'clean' and also for holding, 190 kts flap1, 180kts flap2, 160kts flap3, (gear down) 140kts flap5 and Vap flap full.
190 kts would be normal for intercepting the final approach track, 180kts once established, and then the industry 'norm' of 160kts to 4 miles and the remainder in sequence after that, with the idea that final configurations and speeds are achieved by 1000' agl.
Hope you find this helpful. I know it's only a sim, but have fun flying her - she's a babe!
Normal climb speed would be 250kts up to FL100, then 270kts beyond that up to transition to Mach, where this becomes M0.73. The mode used for climb is normally FLCH, with power selected at CLM1.
Normal cruise would be 290kts, or M0.78, but selecting a long range cruise option can reduce these to as little as 250kts or M0.70 or lower. It all depends what the FMS calculates as the LRC speeds given the expected conditions on the day, and what speeds the crew elect to fly.
Normal descent speed is M0.76 or 290kts on transition, reducing to 250kts below FL100. In practice however, the normal descent profile is to use FPA to select a 3 degree slope and let the autothrottle control the speed. If the a/c is unable to maintain the selected speed, then just reduce the FPA as required. Using FLCH in the descent gives fairly high rates of descent and a steep deck angle, which is uncomfortable and not necessarily desirable.
All these speeds can be pre-selected in the FMS in the PERF INIT pages (page 1), and the flight conducted by selecting FMS speeds on the mode control panel on the glareshield, above FL100.
Standard approach speeds would be minimum 210kts 'clean' and also for holding, 190 kts flap1, 180kts flap2, 160kts flap3, (gear down) 140kts flap5 and Vap flap full.
190 kts would be normal for intercepting the final approach track, 180kts once established, and then the industry 'norm' of 160kts to 4 miles and the remainder in sequence after that, with the idea that final configurations and speeds are achieved by 1000' agl.
Hope you find this helpful. I know it's only a sim, but have fun flying her - she's a babe!
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MC,
I hear that the auto throttle retards automatically when coming into land can you explain this feature further please. I.e Its sequence, limitations, whats the prefered option among pilots auto/manual thrust etc.
Also iv noticed Flybe 195s dont use reverse thrust on landing, is this an SOP? Therefore, only use if your going to over-run.
Thanks.
AkA
I hear that the auto throttle retards automatically when coming into land can you explain this feature further please. I.e Its sequence, limitations, whats the prefered option among pilots auto/manual thrust etc.
Also iv noticed Flybe 195s dont use reverse thrust on landing, is this an SOP? Therefore, only use if your going to over-run.
Thanks.
AkA
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AKAfresh, dont know where you've seem them landing without reverse thrust, I use it all the time unless i'm landing on a long runway and ATC want us to vacate at the end. SOP is to use min reverse thrust on landing otherwise just relying on the brakes causes them to wear out quicker.
Most pilot's prefer to use autothrottle engaged as the aircraft has been designed for maximum use of the automatics - it also generates greater situational awareness. We can disengage the auto-throttle and the a/c can be flown like this - but we only tend to do it when the autothrottle is u/s - allthough some of the older 146 pilot's like to fly without the autothrottle.
The autothrottle is just like any other autothrottle when you get to 20ft rad alt it automatically retards to ground idle.
brgds
W.G
Most pilot's prefer to use autothrottle engaged as the aircraft has been designed for maximum use of the automatics - it also generates greater situational awareness. We can disengage the auto-throttle and the a/c can be flown like this - but we only tend to do it when the autothrottle is u/s - allthough some of the older 146 pilot's like to fly without the autothrottle.
The autothrottle is just like any other autothrottle when you get to 20ft rad alt it automatically retards to ground idle.
brgds
W.G
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WG,
Thanks for the information. The reason I thought the E195s did not use reverse thrust was because you don't see any movement of external panels on the engines during the rollout phase.
Not all auto throttles idle thrust levers during the flare, apparently the 737NG does not, it has to be done manually. Additionally the Airbus does not either it does however disengage the auto throttle once the levers are 'Retarded' to the idle detent. Maybe on auto lands (Boeing) but on normal Cat 1 approaches it would have to be done manually.
AKA.
Thanks for the information. The reason I thought the E195s did not use reverse thrust was because you don't see any movement of external panels on the engines during the rollout phase.
Not all auto throttles idle thrust levers during the flare, apparently the 737NG does not, it has to be done manually. Additionally the Airbus does not either it does however disengage the auto throttle once the levers are 'Retarded' to the idle detent. Maybe on auto lands (Boeing) but on normal Cat 1 approaches it would have to be done manually.
AKA.
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Seems iv got contradicting sources regarding the 737NG auto throttle.. can anyone confirm the Boeing auto throttle behaviour during the flare phase? Does it idle automtically?
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AKA,
In most cases, Boeing procedure for the 737 is for either the Autopilot and Autothrottle to be both engaged, or both disengaged.
A couple of times that this is not the case are: after takeoff but before the Autopilot is engaged; if the Autothrottle is U/S; or when flying on one engine.
During an Autoland, the Autopilot will start to flare at 50' Rad Alt and the Autothrottle will retard the Thrust Levers to idle at 27' Rad Alt.
During a manual landing, both the Autopilot and Autothrottle will be disengaged, and so all inputs are entirely manual.
However, some pilots choose to 'deselect speed' on the Autothrottle for a manual landing. This leaves the Autothrottle engaged but with no mode selected (The Autothrottle is 'Armed'). Thrust lever inputs are manual but if the speed gets too low, minimum speed protections will kick in and nudge the thrust levers up automatically. This is not recommended by Boeing.
Regards,
PA28pilot
In most cases, Boeing procedure for the 737 is for either the Autopilot and Autothrottle to be both engaged, or both disengaged.
A couple of times that this is not the case are: after takeoff but before the Autopilot is engaged; if the Autothrottle is U/S; or when flying on one engine.
During an Autoland, the Autopilot will start to flare at 50' Rad Alt and the Autothrottle will retard the Thrust Levers to idle at 27' Rad Alt.
During a manual landing, both the Autopilot and Autothrottle will be disengaged, and so all inputs are entirely manual.
However, some pilots choose to 'deselect speed' on the Autothrottle for a manual landing. This leaves the Autothrottle engaged but with no mode selected (The Autothrottle is 'Armed'). Thrust lever inputs are manual but if the speed gets too low, minimum speed protections will kick in and nudge the thrust levers up automatically. This is not recommended by Boeing.
Regards,
PA28pilot
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PA28Pilot,
Thanks very enlighting... you said ''if the speed gets too low, minimum speed protections will kick in and nudge the thrust levers up automatically'' when you say 'minimum speed protections' are you referring to the stall speed or bugged Vref speed?
If its the bugged Vref speed this feature seems quite good indeed why is it therefore not recommended by Boeing? On the other hand if its to protect against the stall speed then I can see why is its not recommended.
Thanks very enlighting... you said ''if the speed gets too low, minimum speed protections will kick in and nudge the thrust levers up automatically'' when you say 'minimum speed protections' are you referring to the stall speed or bugged Vref speed?
If its the bugged Vref speed this feature seems quite good indeed why is it therefore not recommended by Boeing? On the other hand if its to protect against the stall speed then I can see why is its not recommended.
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AKA,
I'm inherently lazy, so I'll copy and paste the relevant paragraphs from the NG Flight Crew Training Manual...
So, in answer to your question, A/T Arm mode will protect against slowing to the Minimum Manoeuvreing Speed (i.e. Stall). The Minimum Maneuvering Speed is the top of the amber bar on the speedtape, which approximates to the stall speed at 1.3g.
Cheers,
PA28
P.S. Sorry saints44, we appear to have thoroughly hi-jacked your thread!
I'm inherently lazy, so I'll copy and paste the relevant paragraphs from the NG Flight Crew Training Manual...
Autothrottle Use
Autothrottle use is recommended during takeoff and climb in either automatic or manual flight. During all other phases of flight, autothrottle use is recommended only when the autopilot is engaged.
Autothrottle use is recommended during takeoff and climb in either automatic or manual flight. During all other phases of flight, autothrottle use is recommended only when the autopilot is engaged.
Autothrottle ARM Mode
The autothrottle ARM mode is normally not recommended because its function can be confusing. The primary feature the autothrottle ARM mode provides is minimum speed protection in the event the airplane slows to minimum maneuvering speed. Other features normally associated with the autothrottle, such as gust protection, are not provided.
The autothrottle ARM mode is normally not recommended because its function can be confusing. The primary feature the autothrottle ARM mode provides is minimum speed protection in the event the airplane slows to minimum maneuvering speed. Other features normally associated with the autothrottle, such as gust protection, are not provided.
Cheers,
PA28
P.S. Sorry saints44, we appear to have thoroughly hi-jacked your thread!
