50 seat RJ question
03-19-2020 | 07:50 PM
#12
Gets Weekends Off
Joined: Jul 2008
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I've flown both. The 145 was better to hand fly.. the CRJ is more sturdy... Bet the CRJ is cheaper and parts are a plenty, and cheap. It will last longer... Based off the engines are more widely used..
I remember racing my friend ORD-BUF he was a ACA CRJ200. Me a Eagle 145. We took off 22L, 2 mins before him. He landed 10 mins sooner was 2k feet below us and burned 400lbs less fuel.. Very unscientific but was interesting..
03-19-2020 | 08:01 PM
#13
Gets Weekends Off
Joined: Nov 2005
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On the 145,
Take your time after takeoff and wait to shut down the Apu until after the Apu bleed is actually closed. Check the Apu bleed button that the OPEN inscription is extinguished. Going too fast has often led to Apu Bleed Fail and Apu Fail caution messages, which leads to an unnecessary write up in the maintenance log. Seen it too many times. Mx will often times just MEL it instead of diagnosing it. Then you get a plane with no apu for a couple of days...
Also, note if there is adequate airflow from the vents. There is no indication of recirculation fan failure other than poor airflow. If the airflow with both packs on is poor, write it up! We were not trained to recognize this and it often goes unnoticed as a problem.
Take your time after takeoff and wait to shut down the Apu until after the Apu bleed is actually closed. Check the Apu bleed button that the OPEN inscription is extinguished. Going too fast has often led to Apu Bleed Fail and Apu Fail caution messages, which leads to an unnecessary write up in the maintenance log. Seen it too many times. Mx will often times just MEL it instead of diagnosing it. Then you get a plane with no apu for a couple of days...
Also, note if there is adequate airflow from the vents. There is no indication of recirculation fan failure other than poor airflow. If the airflow with both packs on is poor, write it up! We were not trained to recognize this and it often goes unnoticed as a problem.
03-19-2020 | 08:11 PM
#14
Gets Weekends Off
Joined: Nov 2016
Posts: 2,607
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On the 145,
Take your time after takeoff and wait to shut down the Apu until after the Apu bleed is actually closed. Check the Apu bleed button that the OPEN inscription is extinguished. Going too fast has often led to Apu Bleed Fail and Apu Fail caution messages, which leads to an unnecessary write up in the maintenance log. Seen it too many times. Mx will often times just MEL it instead of diagnosing it. Then you get a plane with no apu for a couple of days...
Also, note if there is adequate airflow from the vents. There is no indication of recirculation fan failure other than poor airflow. If the airflow with both packs on is poor, write it up! We were not trained to recognize this and it often goes unnoticed as a problem.
Take your time after takeoff and wait to shut down the Apu until after the Apu bleed is actually closed. Check the Apu bleed button that the OPEN inscription is extinguished. Going too fast has often led to Apu Bleed Fail and Apu Fail caution messages, which leads to an unnecessary write up in the maintenance log. Seen it too many times. Mx will often times just MEL it instead of diagnosing it. Then you get a plane with no apu for a couple of days...
Also, note if there is adequate airflow from the vents. There is no indication of recirculation fan failure other than poor airflow. If the airflow with both packs on is poor, write it up! We were not trained to recognize this and it often goes unnoticed as a problem.
I really do do everything I can and know how to do to keep the APU/APU bleed out of the AML. But it sucks when I am given an airplane with an obvious careless writeup.
03-19-2020 | 08:18 PM
#15
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Joined: Nov 2005
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Excellent. YOU are not part of the problem then. Unfortunately, systems knowledge is spotty with some.
03-20-2020 | 10:51 AM
#19
Prime Minister/Moderator
Joined: Jan 2006
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From: Engines Turn or People Swim
Just like the 120... works great if all of the cardboard ductwork in the walls is still intact and connected. Once it falls apart, then the space between the fuselage and cabin walls gets very well air conditioned... crew and pax, not so much.
03-20-2020 | 01:59 PM
#20
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So basically little 737. It’s a workhorse, but not the best place to work once the new car smell is gone. To be honest, I don’t know how those things have held up as well as they have. They’ve been through a bunch of cycles. Thanks for the info on comparison from everyone. I’ve never flown an rj and was curious.
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