New Envoy Information
12-14-2020 | 05:01 PM
#6721
Gets Weekends Off
Joined: Sep 2015
Posts: 311
Likes: 0
12-14-2020 | 05:07 PM
#6722
Gets Weekends Off
Joined: Sep 2015
Posts: 311
Likes: 0
And to be clear I am talking about load shedding at 50 kts with only one AC power source, which someone said was a thing. Not loss of nose wheel steering. I just haven’t seen this anywhere, or ever. Thanks in advance if you can cite it.
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12-14-2020 | 05:16 PM
#6724
Gets Weekends Off
Joined: Sep 2015
Posts: 311
Likes: 0
12-14-2020 | 05:34 PM
#6725
Gets Weekends Off
Joined: Mar 2017
Posts: 4,172
Likes: 155
And to be clear I am talking about load shedding at 50 kts with only one AC power source, which someone said was a thing. Not loss of nose wheel steering. I just haven’t seen this anywhere, or ever. Thanks in advance if you can cite it.
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12-14-2020 | 06:44 PM
#6726
Banned
Joined: Nov 2020
Posts: 459
Likes: 0
It was directly out of my notes from ground school which was at compass 7 years ago, maybe they fixed the issue?
Also something else I have written down that I’m curious to confirm.
Is the Max fuel imbalance in flight on the 145 around 800 pounds? The fuel imbalance on the ERJ175 is 794 pounds, it was mentioned that the 175 doesn’t actually have a fuel imbalance issue, it can literally fly with fuel only in one wing.
When Embraer went for approval it was noticed that they did I not have a limitation for fuel imbalance on the 175, they were told they needed one for approval.
So naturally they used the 145 max fuel imbalance.
Also something else I have written down that I’m curious to confirm.
Is the Max fuel imbalance in flight on the 145 around 800 pounds? The fuel imbalance on the ERJ175 is 794 pounds, it was mentioned that the 175 doesn’t actually have a fuel imbalance issue, it can literally fly with fuel only in one wing.
When Embraer went for approval it was noticed that they did I not have a limitation for fuel imbalance on the 175, they were told they needed one for approval.
So naturally they used the 145 max fuel imbalance.
12-14-2020 | 07:35 PM
#6727
Gets Weekends Off
Joined: Nov 2016
Posts: 2,607
Likes: 12
It was directly out of my notes from ground school which was at compass 7 years ago, maybe they fixed the issue?
Also something else I have written down that I’m curious to confirm.
Is the Max fuel imbalance in flight on the 145 around 800 pounds? The fuel imbalance on the ERJ175 is 794 pounds, it was mentioned that the 175 doesn’t actually have a fuel imbalance issue, it can literally fly with fuel only in one wing.
When Embraer went for approval it was noticed that they did I not have a limitation for fuel imbalance on the 175, they were told they needed one for approval.
So naturally they used the 145 max fuel imbalance.
Also something else I have written down that I’m curious to confirm.
Is the Max fuel imbalance in flight on the 145 around 800 pounds? The fuel imbalance on the ERJ175 is 794 pounds, it was mentioned that the 175 doesn’t actually have a fuel imbalance issue, it can literally fly with fuel only in one wing.
When Embraer went for approval it was noticed that they did I not have a limitation for fuel imbalance on the 175, they were told they needed one for approval.
So naturally they used the 145 max fuel imbalance.
12-14-2020 | 08:10 PM
#6728
Line Holder
Joined: Jan 2017
Posts: 638
Likes: 12
Is the Max fuel imbalance in flight on the 145 around 800 pounds? The fuel imbalance on the ERJ175 is 794 pounds, it was mentioned that the 175 doesn’t actually have a fuel imbalance issue, it can literally fly with fuel only in one wing.
When Embraer went for approval it was noticed that they did I not have a limitation for fuel imbalance on the 175, they were told they needed one for approval.
So naturally they used the 145 max fuel imbalance.
That said, I believe that for certification they need to demonstrate (whether it’s flight or theoretical data)a single engine approach to a landing and a go-around with a moderate xwind with that imbalance plus a safety buffer.
There may be a cutoff ratio where they will accept only theoretical or simulated data. I’m guessing OEMs don’t put any effort into increasing that number since it’s not a performance number customers would care about. That last part is a WAG on my part.
12-15-2020 | 04:00 AM
#6729
Gets Weekends Off
Joined: Sep 2015
Posts: 311
Likes: 0
Hey thanks. Well i can say that it isn’t taught here at Envoy in our AOM. 3900 hrs on the jet, LCA for 2.5 years and never heard of it. Not saying you’re wrong (although you might be) but just that it was something I hadn’t ever heard of. Piqued my curiosity. I guess even if it does begin to load shed at 50kts, Envoy dgaf if anyone knows it. Anyways. Cool.
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12-15-2020 | 09:33 AM
#6730
In a land of unicorns
Joined: Apr 2014
Posts: 7,072
Likes: 102
From: Whale FO
Hey thanks. Well i can say that it isn’t taught here at Envoy in our AOM. 3900 hrs on the jet, LCA for 2.5 years and never heard of it. Not saying you’re wrong (although you might be) but just that it was something I hadn’t ever heard of. Piqued my curiosity. I guess even if it does begin to load shed at 50kts, Envoy dgaf if anyone knows it. Anyways. Cool.
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exist:
• AC Generator capability is reduced to only one source (only one IDG or APU generator) while in
the air mode.
• One AC Generator is sensed as supplying greater than the full load rating, regardless of air/
ground mode and AC Generator capability.
(3) An IDG or APU GEN overload is defined as follows:
• Phase A, B, or C current is between 116 and 130 A for 2.5 min.
• Phase A, B, or C current is between 130 and 174 A for 2.5 s.
(4) CAS advisory message LOAD SHED is reset when the above conditions no longer exist.
(5) CAS advisory message LOAD SHED is inhibited during takeoff, landing, or while in flight"
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