Crj or Erj
03-01-2007 | 07:34 AM
#71
CA
Joined: Oct 2005
Posts: 1,006
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From: I am the Captain now...
ANP, any regional aircraft is going to have weight restrictions. Some more than others. Maybe we've exaggerated the ability of the 145, but the 145XR really is a different beast. As long as your landing structural weight isn't a problem, it will go at max gross- no problem, at least according to the ATOG charts. We've had no problems with a heavy load and headwinds IAH-PSP. Turned out to be 3:32 total flight time. But I don't have a lot of experience with the thing at hot and high airports, so take my post with a grain of salt.
Although, with a creative crew- weight problems can be solved quite easily. A few empty galley carts here, some half weights there. Do a'la CHQ and leave bags, maybe even an FA.
If fuel's a problem, carve out some of the contingency fuel and cruise a little lower.
Although, with a creative crew- weight problems can be solved quite easily. A few empty galley carts here, some half weights there. Do a'la CHQ and leave bags, maybe even an FA.
If fuel's a problem, carve out some of the contingency fuel and cruise a little lower.
03-01-2007 | 09:16 AM
#72
Gets Weekends Off
Joined: Jun 2006
Posts: 373
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From: Former EMB 120 Jr. Water Boy, CRJ newbee
ANP, any regional aircraft is going to have weight restrictions. Some more than others. Maybe we've exaggerated the ability of the 145, but the 145XR really is a different beast. As long as your landing structural weight isn't a problem, it will go at max gross- no problem, at least according to the ATOG charts. We've had no problems with a heavy load and headwinds IAH-PSP. Turned out to be 3:32 total flight time. But I don't have a lot of experience with the thing at hot and high airports, so take my post with a grain of salt.
Although, with a creative crew- weight problems can be solved quite easily. A few empty galley carts here, some half weights there. Do a'la CHQ and leave bags, maybe even an FA. If fuel's a problem, carve out some of the contingency fuel and cruise a little lower.
Although, with a creative crew- weight problems can be solved quite easily. A few empty galley carts here, some half weights there. Do a'la CHQ and leave bags, maybe even an FA.
If fuel's a problem, carve out some of the contingency fuel and cruise a little lower.
03-01-2007 | 05:52 PM
#73
Line Holder
Joined: Feb 2007
Posts: 1,077
Likes: 4
That is hillarious!!!!
Are you kidding me? The ERJ 140's are constantly weight restricted and always departing with a few pax and a jumpseating pilot at the gate... just yesterday a Chataqua 140 had to drop 4 pax (and me) from ORF-STL. Luckily I still managed to get a seat in the back somehow.I was told by an ERJ captain that the airplane has a landing weight issue. In the limited time I have flown the CRJ200 I have never had to leave pax or jumpseater's behind on any flight... even lengthy legs such as PHL-MCI with an alternate and restricted to FL250 due to an inoperative pack.
Are you kidding me? The ERJ 140's are constantly weight restricted and always departing with a few pax and a jumpseating pilot at the gate... just yesterday a Chataqua 140 had to drop 4 pax (and me) from ORF-STL. Luckily I still managed to get a seat in the back somehow.I was told by an ERJ captain that the airplane has a landing weight issue. In the limited time I have flown the CRJ200 I have never had to leave pax or jumpseater's behind on any flight... even lengthy legs such as PHL-MCI with an alternate and restricted to FL250 due to an inoperative pack.
03-01-2007 | 07:07 PM
#74
Gets Weekends Off
Joined: Feb 2006
Posts: 3,732
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From: DD->DH->RU/XE soon to be EV
Well, I'm flying the ERJ now. But believe me, the 328's was just easier to use and more pilot friendly. On a go around you didn't have to pull BACK into the detend and THEN press a button for the proper power setting. In cruise, just pull it back into the cruise detent. No worrying about going through a "weak" detent", seeing T/O Reserve on the EICAS and then pulling it back and pressing another button. Then have some idiot CA **** his pants because of what just happened.
The engine shutdown was a more positive method as well. Lift the trigger and pull the thrust lever back, simple. No worrying about having the TL not at the stop and turning the knob and NOT having the engine shut off.
03-01-2007 | 09:10 PM
#76
Gets Weekends Off
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From: DD->DH->RU/XE soon to be EV
03-02-2007 | 04:07 AM
#77
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Joined: Jul 2006
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Seriously man, your training on the ERJ must have been pretty bad if these simple things gave you problems.
03-02-2007 | 06:22 AM
#78
Gets Weekends Off
Joined: Jul 2005
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03-02-2007 | 07:48 AM
#79
Gets Weekends Off
Joined: Feb 2006
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From: DD->DH->RU/XE soon to be EV
WHEN do you pull it back, press a button for climb power is what I wrote. Get it now??
Point I'm getting at, the 328's FADEC was easier to manage and required WAY less pilot interface to get what you wanted. I never said it gave me problems. But the more unnecessarily complicated something is (the ERJ's FADEC) the more prone it is to have issues.
03-02-2007 | 02:20 PM
#80
Indian Takeout Driver
Joined: Mar 2006
Posts: 1,566
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From: FAR part 347 (91+121+135)
So from this thread, we have come to the conclusion then that the ERJ climbs better, but the CRJ cruses better. Which has been my observation. Both are in dyer need of slats, and more power.. the ERJ certainly could use a more critical wing.. both are however, short range, commuter jets and do a fine job at making regional airline Exec rich, while we view the jobs as "Career builders" and accept crap wags to fly them..
Sums it up, I think.. eh?
Sums it up, I think.. eh?
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