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B-717 Rules of Thumb
Any 717 drivers out there with any good tips or rules of thumb (descent profiles, landing advice, etc) for a recent convert from turboprops? Got some truly excellent training from some truly excellent instructors, just looking to broaden the knowledge base a bit. Thanks in advance and happy holidays!
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Use 3 to 1 or a little less taking headwind into account. Light planes come down easier. The 71 doesn't really like to fly slow or land well.
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Stating the obvious I know, but be aware the engines are on the tail, and it is a T tail aircraft - doesn't sound like a big deal:
* be careful if you get into high alpha (engines in the turbulent flow off the wings and tail in aerodynamic shadow - could be an issue if flying single-engine) * beware of wind-shear, and don't stall it. If you get into a deep stall, you're screwed. * if you operate in ice and rain - the engines are nicely placed to receive anything from the wheels/wings. * if you have a burst tyre - could get very interesting, fast. * keep the engines spooled - power doesn't come on quickly in a jet * beware of the slat/flap config, and check speed and handle twice before moving anything! Slat extension in the cruise can be very serious, as well as slat retraction at low speed. ECAM Actions. |
And donīt believe the myth that it will "deep stall". It wonīt like any DC 9 / MD 80 on this planet!
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PROF is KING!
If you're on PROF and want to slow down before the FMS thinks you need to, selecting a slower speed won't work because PROF will take precedence. In this instance you need to change to Speed on Pitch (level change & speed change), or, add drag with the fairly ineffective speed brake, or other drag device (gear/slats) if IAS allows it. If the aircraft is low on PROF in a level change descent, and you reselect PROF, it will not automatically recapture PROF, it will continue a level change descent to the level in the AAI, unless you select a V/S or FPA that will intercept PROF, then select PROF. |
There are a lot of different techniques and ways to fly the airplane and you will see it from different pilots.
It will slow from 250 kts easily in level flight and that's within slat speed and close to flaps 18. A lot of guys just slow it clean call for 18/gear down slow it a little closer in then straight to 40. Flying in vmc you can do it differently than the sim profiles. When imc stick pretty much to the sim profiles and everything will work out. I personally don't like the a/t for app/landing they tend to move way too much-about 1.09 epr works well on final. When its gusty on final the trend meter will be going crazy and no need to chase it as long as you have a decent spool in. |
And donīt believe the myth that it will "deep stall". It wonīt like any DC 9 / MD 80 on this planet! Concept to Reality Following in-depth analysis of the aerodynamic data, Douglas designed an under-wing leading-edge fence (which they named a vortillon which is short for vortex generating pylon) that provided additional flow energy at the tail for nose-down recovery at and slightly above the stall angle of attack. In addition to analyzing wind-tunnel data, Douglas also conducted some rudimentary piloted flight simulations before deciding on final modifications for the DC-9. The final modifications developed to prevent the DC-9 from entering a dangerous deep stall included the vortillons (which assisted in immediate poststall recovery, but had little effect at the deep-stall condition), an increase in the span of the original horizontal tail, a stick shaker, visual and aural stall warnings, and a standby power system that provided full nose-down elevator capability for deep-stall recovery. (The original aerodynamic tab system was not capable of providing sufficient elevator angle at very high angles of attack.) These modifications, which were incorporated prior to the first flight of the DC-9 on February 25, 1965, proved effective in preventing deep stall for the DC-9 throughout its service life. ECAM Actions. |
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