You're kidding right?

Sh!t, I'd fly a 152 if someone paid me $150K and I could be home every night.

 

The only time I've ever had a captain start the engines is if I'm busy with something else...

Do you have trouble operating the spring loaded plastic guard or something? I know they can be tricky, but c'mon The thrust levers have an idle detent, its called the stop. The only way to get 'em further back is to deploy the reversers. The shutoff detent is in the same place. Engines won't shutoff unless the thrust levers are at the idle stop.

They just replaced the buttons with a knob. Oh forgot, the knobs trip you up. What do you have against letting the FADEC introduce or stop the fuel? I always felt like some retarded yoga student trying to start the CRJ engines.

To each his own. I prefer the ease of use of the ERJ vs the CRJ, the automatic anti-ice (no more worrying about blowing the engine plugs), the automatic engine starts, etc.

 

Robthree, I don't know about you- but I love the FADEC system in the ERJ. I'm not too fond of screaming down the runway at 70 knots, trying to match the N1s to the carats. And as for the engine start- gotta love that too. It's fool-proof in the ERJ.

Oh well, to all their own.

 

The dornknobs was even more fool-proof and required even less input from the pilot.

 

Wow... that's hard to imagine. All we do is turn a knob and start a timer.

 

Thats if you use FLC in the ERJ. 8-10 (weight dependent) degrees up below from 1500'-10000' and 3-5 (again weight dependent) degrees up from 10000'-FL300 and then 1000fpm to altitude. Above 10000', 270-290kts in the climb is standard.

 

Well, for the start it was about the same. When it was running, less input and button pressing to make sure you had the right setting. Just put it in the detent and Mr. FADEC did all the rest.

 

I'll only use FLC below 10k on a climb, in a descent flight idle and -1800 fpm will usually yield about 240. Above 10k, I only use FLC in an XR, in everything else I use VS mode or SPD in smooth air only to stick to the profile.

 

That's pretty interesting. Ours is similar. Only we have to select the mode for the detent.... oh the humanity!

Mr. FADEC is a beautiful thing though!

 

How is the the weight restrictions with both jets? It seams that the ERJ 140/45 has more problems with wt restrictions than the CRJ? I also remember someone saying previously (Prob SAAB) the 145XR doesn't have many of the restrictions that the other have. Too me, when I worked at Eagle, throwing bags, the crews were always dealing with restrictions. I recently flew out of SLC on a CRJ to DEN. We were full with 50, 3 crew members, and a jumpseater as well. I can't ever remember seeing a ERJ being able to do that in my Eagle days no matter what time of year it was. The DBQ-ORD flight was 28 min so their fuel loads weren't outrageous, even in wx and gnd holds which is everyday life in Chicago. Correct me if I am wrong please!