Emb-145xr

[Nova]

So is your beef with the airplane or dispatch? Flying the profiles and all that jazz I see most flights end within +/- a few hundred pounds. Do you realized the difference in TAS between .74M and .78M at FL350? You're complaining over only a few knots? You must be a blast to deal with when splitting the check.

 

[ATRedneck]

So is your beef with the airplane or dispatch?

Neither one. I have a pretty good idea of what the airplane is capable of, and I take the release with a grain of salt... I know guys who accept the Almighty Smith Street Paperwork as the gospel truth, and those are the guys who paint themselves into corners.

The problem is that too many guys think this airplane is so sh!t-hot and have convinced themselves that it's a career airplane at a career airline, when in fact it's neither. They've just spent too much time in the seat they were in when the music stopped.

I know the next question is , "What do you expect them to do? Nobody's hiring!" which is a totally valid observation, to which I have no answers. It just sucks that what was supposed to have been a stepping stone has become a campground, which might get all jacked up after 2007.

You ever watch Most Extreme Elimination Challenge on Spike TV? You know the competition where they run across the pond on rocks, some of which are fixed and some of which will sink when stepped on? Well guess which rock the almighty Embraer 145 XR is... I think too many guys have forgotten that.

 

[ATRedneck]

You must be a blast to deal with when splitting the check.

When you hold day trips and two-days, there ain't a check. And on the rare two-day that's long enough to have a check, I usually buy anyway.

 

[Britpilot]

Well golly, I guess my straight-and-level-in-the-detents must be different than the checkairman way of flying straight ahead with the thrust set.



I defy you to cruise this sh!tbucket out at TOC, 1250 PPH per side, and get .78 out of it like the flight plan says most of the time. And yes, I know all about letting it speed up before setting cruise thrust.

It's just that I hear guys at work all the time talking about how badass the XR is, when in reality it's just less crappy than the other 145s.

Well there you go getting all defensive. Sure come fly with me I'll make it a line check if you want. Seems you need some training. Must be all that hot sun in TX Mr. redneck.

 

[nimtz]

Neither one. I have a pretty good idea of what the airplane is capable of, and I take the release with a grain of salt... I know guys who accept the Almighty Smith Street Paperwork as the gospel truth, and those are the guys who paint themselves into corners.

The problem is that too many guys think this airplane is so sh!t-hot and have convinced themselves that it's a career airplane at a career airline, when in fact it's neither. They've just spent too much time in the seat they were in when the music stopped.

I know the next question is , "What do you expect them to do? Nobody's hiring!" which is a totally valid observation, to which I have no answers. It just sucks that what was supposed to have been a stepping stone has become a campground, which might get all jacked up after 2007.

You ever watch Most Extreme Elimination Challenge on Spike TV? You know the competition where they run across the pond on rocks, some of which are fixed and some of which will sink when stepped on? Well guess which rock the almighty Embraer 145 XR is... I think too many guys have forgotten that.

Hey at least he's smart enough to take one of the best US airline jobs available right now over continued 'phat' life at a regional. Can't say the same for many others senior to him regardless of how well they fly the profile.

 

[Britpilot]

Hey at least he's smart enough to take one of the best US airline jobs available right now over continued 'phat' life at a regional. Can't say the same for many others senior to him regardless of how well they fly the profile.

And what might that be?

 

[ATRedneck]

Well there you go getting all defensive. Sure come fly with me I'll make it a line check if you want. Seems you need some training. Must be all that hot sun in TX Mr. redneck.

Bring it on. I'll bring the limes.

 

[Britpilot]

Bring it on. I'll bring the limes.

Ohh you're no fun. I was hoping for a rant or at the very least some abuse.

 

[ATRedneck]

Ohh you're no fun. I was hoping for a rant or at the very least some abuse.

What, the crack about the limes wasn't abuse?

 

[Cardinal]

LOL, that was sly!

 

[Britpilot]

What, the crack about the limes wasn't abuse?

Nah, I like limes with my Sol, as long as you are buying Marlon.

 

[ATRedneck]

I like limes with my Sol

Speaking of which, there's a place near the hotel in TRC that has beer for 11 pesos.

Mmmmmmmmmmm......... beeeeeeer.

 

[BigHangar]

Yeah, it almost climbs like a jet.

I had one the other day, 12-something, that wouldn't do .78, much less .80. We kept it in E-CLB and it'd barely do .76.

Granted, the XR is the thoroughbred of the 145 fleet (if there is one), but it's still about as durable as a disposable camera. If they get 15 years out of them, they'll be lucky.

Just saw a DOT publication showing that XJT's fleet had the highest dispatch reliability of any aircraft fleet ever(USA only obviously...which means probably best in the world too). Better dispatch than Boeing, Airbus and anybody else.

Also, I recently sat and listened to Ream talk about maintenance doing the D type checks on our oldest planes, and they were pleasantly surprised with how well the airframes are holding up. They think they are going to get 50% more time from them than originally planned or maybe better.

So, POS...maybe, maybe not...

 

[BigShotXJTdrvr]

Dispatch also has no way of predicting with precision exactly what our c.g. position is. With no accuload, only we know that. If you take off fairly toward the forward limit, this will require greater down force on the horizontal stabilizer at cruise, which will require greater lift from the wing to balance it, and greater lift also means greater induced drag, which, um, slows you down. If you want to go fast, it's most efficient to fly with the c.g. at the aft limit. How often are we "tail heavy" in this airplane? Almost never. Almost always 8 up trim on takeoff, right? Maybe you had a very nose heavy airplane that day.