Embraer 145 drivers!!

[fly2002]

Hey guys....just wanted to know what kind of flight profile you'll have in the 145. 2500FPM to 10,000....then what? I had heard that the embraer doesn't climb as well as the crj and I was just wondering how quickly you'll climbed into the flight levels. And at what speed I guess. ...and cruise speed...you know..the whole profile thing. Thanks guys!

 

[aewanabe]

Uh, you probably heard backwards. My friends who fly the CRJ200 at Comair and ACA usually bitch about it only doing 500fpm once you pass the mid to high twenties.....

Standard profile using the "Flight Level Change" mode would be 270 KIAS until intercepting .56. I've yet to see anyone use this in the airplane since george does a sh!tty job of following airspeed modes (hunts pitch up and down constantly). Using that profile would net anywhere from 1400-2000fpm depending on weight. What most of us do is set vertical speed to 1000-1400fpm after 10000 depending on weight, this nets about 290-300 knots until around 20k, then .66-.74 as we climb after that. Even heavy/hot I can do 1000 fpm up to 370 (our max). Barber pole is 320 knots until intercepting .78mach, the airplane will pretty much do that no sweat at all weights (actually it usually will overspeed with the thrust levers in the thrust set detent).

 

[Prop Trash]

EMB-145XR

If you allow it to acclerate after passing 10,000, the EMB-145XR will climb at the red line until the mid-20s using the E-CLB thrust mode. It usually results in about a 1,300 - 1,500 fpm climb depending on the weight. After that, it'll maintain around 1,200 fpm at M.76 up to FL370.

 

[fly2002]

hey guys!!

awesome ...that was exactly what I was looking for. So what kind of descent profile do you'll follow? ...like 2000 fpm? Yeah...yeah....too many questions...but i figured they're be some emb drivers around on saturday to chat with. Thanks for the info so far guys!

 

[Prop Trash]

So what kind of descent profile do you'll follow?

The FMS defaults to a 3.0 degree descent if nothing else is entered. That usually results in about a 1,900 to 2,300 fpm descent, depending on the winds aloft. When the Flight Level Change (FLC) mode is used, the aircraft descends at 2,000 fpm above 10,000 and 1,000 fpm below 10,000.

 

[blott]

there are 2 climb profiles in "the book" for our 145's...

270kias/.56 or 290/.63 (switch to mach at about 15ooo) (but .56 seems slow, will get the "eyebrows" at the higher flight levels)

as far a descent-depends on the FMS installed: honeywell standard is 3 deg. or you can set your own(all depends on groundspeed or vsi) or if you got the Universal-person fav.) it will tell you the fpm descent to your current alt. selected.

Like I said, depends on weight and winds aloft for me to figure which I use...Depending on the WX conditions... the guys who want to save fuel stay high the longest--then come down idle thrust and about 3000fpm. or so, 3.5-4.0 deg. glide slope. (3.0 deg. slope and about 25000fpm with 450 kias gs.) But the thing will come down "like a V-tail Bonanza, full of doctors" if you want it to-Press. is great....(actually heard guy say that to ATC....LOL...)

most guys leave it in "climb mode" till about 10000, them switch to VSI @ 1500 or 1000 fpm(up) depending on wt. I usually use "pitch mode" and adjust pitch as alt. goes up-depends how lazy I am- A./C performance is AOA -not VSI or A.S. as far as i'm concerned--but hey, what do I know?? (pitch usually around 5deg. with 1000-2000 fpm) depends on alt and weight.

I'd much rather fly the 135. Light load- it goes UP!!!!

but I've had the IVSI pegged at 9999 on both....

CRJ looks good on paper...do those have a "thrust set" detent?-I really don't know??? also how big is the "standard radar dish in a CRJ? ERJ sucks- you really have to know how to use a radar in that thing....

B

 

[fly2002]

descent

so what airspeed do you'll normally decend at? This is a long time curiousity of mine. Do you'll stick with .77 down to like 24k then switch to airspeed for the rest of the descent? Holding 290 till close to 10000? Ok lots of stupid questions just wondering though.

 

[fly2002]

just one more question

how around n1 settings for climb, descent, approach etc. I know you'll don't have an autothrottle ...again just wondering. Also what's up with AE not using thrust reversers on landing??? Is it bad for the engine or something?...I KNOW it's got to be TERRIBLE on the brakes.

 

[phishn@daves]

It's supposed to "save the brakes" according to my SOP. Huh, not really sure how!! We still use them.

 

[Mickey]

I haven't flown the XR but I don't doubt the climb ability. The LR is pretty good but, the ER model is a bit on the poor side fully loaded especially in the hotter weather.


Embraer has been studying brake wear and found out that companies that didn't have reversers were actually using the brakes less. One reason is that without the reversers I'll bet that the crews are a lot more likely to land at the proper speeds instead of being a bit hot. The official answer that Embraer gave us is that the carbon brakes wear a lot if they are applied firmly while cold. An example would be using reversers at touch down and then applying the brakes near the end of the roll out to make the turn off. What they suggest is to apply the brakes lightly upon landing and let them heat up and start to bite better. ( I checked this with some professional race car engineers and they agree with this). We still deploy the buckets and get aerodynamic braking and we will spool them up if we have to especially on slippery runways. It's kind of nice not always spooling them up because this way we always have some extra stopping power in reserve when needed. It's not necessary to always stop as fast as possible and this puts less wear and tear on the engine.

Take care.

 

[Prop Trash]

so what airspeed do you'll normally decend at?

The red line. It goes up to 320 in the mid-20s, then goes down to 250 below 8,000.

how about n1 settings for climb, descent, approach etc.

The throttles stay in the detent for climb. The FADEC controls the thrust. It's usually around 88%-89% until about FL300, then works its way up to about 93% around FL370. There's no specific setting for the descent, just whatever it takes to keep it from over-speeding. I think flight idle is around 56% when not in icing conditions. On approach, 60%, plus or minus, usually maintains target speed (125 - 135 knots, depending on the weight).