EMB120, Dash 8 and SF34 Tech Questions

[Shed Driver]

The company I work is planning on upgrading it's fleet in the near future and although I have the manufacturers data I would like to get some real data from operators of these aircraft.

Can anyone provide the following for the EMB120, Dash-100 & 200 and the SF34 A and B;

Fuel Flow at 10000', F120, F150, F180, F200 and F250.
Taxi, climb and descent fuel allowances.
Or a block fuel burn to cover the above.

What the dispatch rate is like for each aircraft and what problems seem to occur more often.

How much the BOW has increased with the requirement for the new cockpit doors?

With regard to the EMB120 and the new cockpit door, how does the cockpit jumpseat now work? Or is it no longer available?

Any other comments you care to add about these aircraft.

Thanks in advance.

Cheers

Shed Driver from Downunder

 

[Chairman]

Fuel Flow at 10000', F120, F150, F180, F200 and F250.

?Plan on 1000lbs per hour


Taxi, climb and descent fuel allowances.
Or a block fuel burn to cover the above.

100 lbs for a normal taxi

What the dispatch rate is like for each aircraft and what problems seem to occur more often.
Really depends on how good your MX is overall a good airplane

How much the BOW has increased with the requirement for the new cockpit doors?


Basic BOW wt mid 17k new cockpit door makes the cockpit much bigger

With regard to the EMB120 and the new cockpit door, how does the cockpit jumpseat now work? Or is it no longer availableJumpseat works great door finally closes with a JS in the cockpit. The back rest on the seat has been removed and the door acts as the backrest

 

["TheBigPicture"]

Those numbers are about the same for an "A" model Saab.

Fuel burn above 15000' can't help you, if the flight's less than 1.5 you'll never get there unless you're empty, or not restricted to a Power program by GE

SAAB is designed as an electrical airplane, "A" models are old and are EXTREMELY QUIRKY It's like flying around in Herbie the Love Bug....One minute everthings fine, the next, you're getting Master Cautioned to death.

If it's going to be run for corporate, I'm sure it will serve it's purpose well.

800lbs/hr in cruise @150

 

[DenverDude2002]

From a passengers perspective, the Embraer is a lot nicer

 

[aewanabe]

From a passengers perspective, the Embraer is a lot nicer

Uh, no I fly the super-duper stretch Embraer and I guarantee you a well-kept SAAB (B+ model especially) is nicer in the back. Lots more foot and shoulder room, since the fuselage is the diameter of a fat magic marker instead of a pencil.

 

["TheBigPicture"]

He must not have flown in one configured for 30 pax instead of 33/34....the difference is amazing!! It's like first class from row 6 back

 

[Shed Driver]

Thanks for the info guys, just a few more questions.

What would a Typical TAS be with a burn of 1000 Ibs/hr?

What would the burn and TAS be at ISA +10 & +20.

With regard to the new cockpit door on the Bras, is it now located further back in the cabin (ie no longer flush with the bulkhead)?
If so does it now block the stowage areas located on the R/H side and if the aircraft is fitted with a FWD toilet and galley does it make it very tight in the entrance area?

Still waiting on replies re the Dash 8 100/200. Anyone???

Cheers

Shed Driver

 

[Shed Driver]

Anyone one have any further info to add. Would like more data on the E120.

Is it true the new cockpit doors make the entry area really small?

 

[SkyWestCRJPilot]

The new door extends out into the cabin about 6-8 inches and envelopes the closet. It extends out so much to also envelope the jumpseater since before 9/11 the cockpit door remained open if there was a jumpseater (not allowed anymore). The closet is now inside the cockpit which is nice giving the crew extra storage space. It is tight for the flight attendant greeting passengers and on the aft galley airplanes the cockpit door always seems to hit the knees of the passenger in seat 1B when it's opened.

Regarding TAS, I'm not sure about the ISA deviations but on about 1000 lbs/hr the TAS is about 270. I'm sure it can be different depending on ISA deviation, weight, and CG loading but it generally is around 270 ktas. I hope this helps.