Originally Posted by
djrogs03
I've flown both over a route like LGA-DFW, in the 900 you'de be stopping for gas with a strong headwind or having an alternate, the Embraer wouldn't be as restrictive.
Where do you get this BS? We fly LGA-DFW all the time, and we don't stop for gas. We also flt DTW-MTY (Monterey MX, I'll spare you looking it up) in the winter. Over 1400 miles, full load and alternate, no fuel stop.
Originally Posted by
djrogs03
The 900 only has a forward galley, if your catering during boarding then you have to stop, not so in the Embraer.
Do the pax really care if the FAs are inconvenienced? (They don't). Most DAL stations hold coach boarding until the 1st round is served anyhow. And I've seen this same problem on an MD88. Guess DAL should dump them too, lol?
Originally Posted by
djrogs03
VNAV in the Embraer allows for lower approach minimums on certain GPS approaches.
Oh please! How often do you actually rely on a GPS approach to get in somewhere? I have been flying for and airline for 15 years and I can count on one hand how many times I've done an actual GPS approach in line flying. And it's always been into places like Dothan, Alabama or Fayetteville NC. Everywhere else you're flying an ILS, and Cat II is Cat II. Unless you've got an autoland, you're in the same boat as all the other RJs.
Originally Posted by
djrogs03
I could go on and on simply put, having 1500+ hours in both airplanes Ide take the Embraer over the CRJ every day...
Please don't. I'm sure we're all impressed with your whopping 1500+ hours in both airframes (lateral move anyone?) but that doesn't make you an expert on route planning. I know you love your Big Shiny Real Jet With Engines Under The wings, but at the end of the day, it's still just an RJ.