Hi guys. What are the most common maintenance issues with the EMB?

Regards

Kiz

Being that it is a T-Prop, I would think "common maintenance issue" is vague.

It would be easier to ask what works most of the time on the plane.

HI The Juice. I'm just trying to get up to PM status. Okay, what works most of the time on the EMB?

I'll crash without my tin foil hat, it's in the sop and there is even a spare under the fo seat :)

So, I'm the only guy that uses my real name, and now I'm tricking you. Rich.

By the way, this forum is an excellent, quick, and easy source for precisely the information that he is asking. It has worked well for me, too.

I don't know of any US carriers that use the factory supplied SOP's verbatim. But, like comparing other airline's SOP's, a combination of them makes a good starting point for developing your own, where none exists.

Finally, terrorists haven't spent a lot of time on safety protocols and SOP's. Get off that kick.

To the original poster, I'd be happy to send you all the SkyWest EMB-120 junk that I've got, but unfortunately it's about 6000 miles away.

Truer words were never spoken........:eek:

I find the EMB actually to be quite a reliable piece of machinery, at least in my couple years of flying it. The EEC's seem to fail a bit, but probably just due to their age. The flaps seem to give a few headaches, probably due to the hydraulic actuation, but other than a few control faults that have cleared, I've never had an issue with them. Have also had 2 deice timers fail on me. Terrain and GPWS issues seem to come up often, but will usually clear at power-down. Also the cargo and foward door indication systems seem to have frequent issues, microswitches probably get too much abuse just due to the sheer number of legs we fly each day. Other than that, great airplane in my opinion, seems to strand crews much less than the CRJ.

ER? Are we talking freight or passengers? I ask because the difference between the RT (~24K lbs) and ER(~26k lbs) is a performance issue. Will you regularly be loading it to ER limits? With straight 118, don't expect to see the upper 20s. At ASA, we had 118A engines and usually stayed 180-220. Above that was pushing it, especially in a "heavy" (ER). At GLA we had the 118Bs and those suckers regularly got to the upper 20s. I actually went to FL320 once, and she did fine.

Yes, the flaps do have issues. In my ~4 years flying the Bro, I had 3 flap failures (over hundreds of flights). It's usually a "disagreement" but an "asymmetry" is bad. You'll learn that the flap actuation system is ridiculously over engineered and that if it's not properly maintained, it becomes a nightmare. All 4 panels are independently controlled and actuated! Also, we learned that deice fluid majorly screws up the actuators. Remember that. Respect the flap speeds, and spend the money to maintain them.