I have to disconnect the tank and take it out of the plane. Then I toss a $20 at the line guy to have it serviced.

Though I'm still skeptical of the line dudes. I got screwed at ORF once. They dumped it but didn't re-fill it. I handed over the $20 and allowed the unit to be placed on the ground while I was tending to other duties. Only after line dude had walked away did I realize it wasn't fully "serviced". :mad:

Then I have to re-connect it.

So, I guess for me, it's a combination of "DIY" and "line dude".

There's no way I'd let someone outside of the organization disconnect or reconnect the tank in the back and drag the unit to the front of the plane. Too many opportunities to screw it up if you don't know what you're doing.

-mini

was in Brenham Texas this past week on a day trip and saw the one that had the gear collapse and close the runway for a couple days... its up on jacks a getting fixed.... looked nice....

Most of what I've heard at CAE is that some pilots are used to feeling the instant deceleration. And are jumping on the E-brake too early and too hard.
And just an update on the performance issue. I found the info I was looking for, it's in the enroute section.

Sounds perfectly logical.

-mini

Opera
 

It looks like you are using Vfs in the enroute calculator as V2 cannot be used. Given this, how are you calculating obstacle climb performance as Vfs is similar to Venr which is enroute climb after the obstacle has been cleared? V2 is the number to be used for obstacle climb performance.

I would concentrate on completing the initial training.

Technically yes. You are correct. But Embraer's T/O data ends at 1000 - 1500 ft AGL. There is nothing past that in the T/O section of OPERA. In the enroute section you can do a weight analysis for a given speed. Then enter the required climb gradient required at the top of the obstacle clearance altitude. This will give you the max weight you can take for the given climb gradient at altitude. Since aircraft performance is better at lower altitudes you will exceed the climb gradient on initial T/O, but end up at the require rate at clearance height.
Where and when you accelerate to Vfs is of course at the pilots discretion.