GVFlyer
Well-known member
- Joined
- Feb 22, 2002
- Posts
- 1,461
I don't know why I do this, it's like watching a train wreck - you want to look away but you just can't...
Sure, that's the normal progression in corporate aviation - most guys want to leave the $125,000 to $350,000 a year Gulfstream world to fly a Legacy for 6 bits.
Right, and Santa's going to bring that pretty, new pressurization package for all the good little Legacy pilots. This excerpt is from the most recent AIN flight review for the Legacy. You will note that the climb performance is pretty dreadful and that at 39,000 feet the Legacy had a 8,100 foot cabin. Old ladies and babies would be cyanotic. For comparison, GV/G550 has a 5,960 foot cabin at 51,000 feet, but I bet if you pumped a Legacy up to the Gulfstream's 10.48 psi cabin differential, it's wings would blow off.
A number of pilots AIN spoke to admit that the Legacy’s service ceiling of 39,000 feet is an issue and centered on their corporate need to fly high for longer periods of time to avoid much of the airline traffic beneath. Embraer’s spokesman said there is no increase in service ceiling currently planned for the Legacy...
...Embraer offered one of its most experienced line pilots, former Airbus and Brasilia captain Marcelo Romanelli, to fly with me ...As a former Brasilia pilot many years ago, I felt right at home walking into the cockpit of the Legacy. Indeed, looking from the airstair door forward, the shape of the old EMB-120 is easy to discern...
...Strakes have been added beneath the rear fuselage and vortillons beneath the leading edge of the wings to increase stability, especially because of the yaw produced by the winglets....
...we put on the Sennheiser noise-canceling headphones that come standard with the Legacy. I was a bit surprised to see headphones in a jet of this size, but I would soon learn they are a valuable asset. Another surprise to me was that the performance information available on the copilot’s MFD must be manually typed into the FADEC. Romanelli told me to expect a first-hour fuel burn of 3,300 pounds at maximum speed, and 2,156 pounds in the second. Long-range-cruise fuel-burn figures are 3,080 pounds for the first hour and 2,068 pounds for the second and a speed of Mach 0.73...
...I brought the thrust levers to the takeoff detent–the Legacy does not have autothrottles...
...We...filed toward Savannah and climbed straight to FL370, an altitude we reached in 23 minutes. Crossing traffic prevented a direct climb to FL390 for almost 10 minutes. Cabin altitude at FL370 was 7,400 feet. An OAT of -51 degrees C produced 462 ktas, with a fuel flow of 1,270 pph per engine...
...I returned to the cockpit as Romanelli finished the climb to FL390 for our speed check. We eventually saw Mach 0.791 with a fuel burn of approximately 1,100 pph per side at an OAT of -57 degrees C. Long-range cruise at this altitude means pulling the speed back to about Mach 0.72. Cabin differential here was 8.0 and gave us an 8,100-foot altitude.
Again, just as a point of reference, a G550, flying M 0.84 at FL490 will burn just 1,200 pph per side while the passengers enjoy a cabin no higher than Denver.
I know to this point you have been completely undetered by overwhelming facts, nor have you realized the absurdity of comparing a Brazilian Embraer EMB-135BJ to a Gulfstream G550, so I doubt now that you will be deflected from your Quixotic task, but just for once, how about comparing the Legacy to something appropriate - something in it's class, like a Canadair RJ.
GV
LegacyDriver said:I fly with a guy who is typed in and flown the II, III, and IV as well as the Slowtation X and he expresses no regrets re: leaving the Gulfstream world.
Sure, that's the normal progression in corporate aviation - most guys want to leave the $125,000 to $350,000 a year Gulfstream world to fly a Legacy for 6 bits.
LegacyDriver said:FL 410 capability is coming and that will eventually help the range when we get the pressurization software so the gas will not be an issue soon regardless.
Right, and Santa's going to bring that pretty, new pressurization package for all the good little Legacy pilots. This excerpt is from the most recent AIN flight review for the Legacy. You will note that the climb performance is pretty dreadful and that at 39,000 feet the Legacy had a 8,100 foot cabin. Old ladies and babies would be cyanotic. For comparison, GV/G550 has a 5,960 foot cabin at 51,000 feet, but I bet if you pumped a Legacy up to the Gulfstream's 10.48 psi cabin differential, it's wings would blow off.
A number of pilots AIN spoke to admit that the Legacy’s service ceiling of 39,000 feet is an issue and centered on their corporate need to fly high for longer periods of time to avoid much of the airline traffic beneath. Embraer’s spokesman said there is no increase in service ceiling currently planned for the Legacy...
...Embraer offered one of its most experienced line pilots, former Airbus and Brasilia captain Marcelo Romanelli, to fly with me ...As a former Brasilia pilot many years ago, I felt right at home walking into the cockpit of the Legacy. Indeed, looking from the airstair door forward, the shape of the old EMB-120 is easy to discern...
...Strakes have been added beneath the rear fuselage and vortillons beneath the leading edge of the wings to increase stability, especially because of the yaw produced by the winglets....
...we put on the Sennheiser noise-canceling headphones that come standard with the Legacy. I was a bit surprised to see headphones in a jet of this size, but I would soon learn they are a valuable asset. Another surprise to me was that the performance information available on the copilot’s MFD must be manually typed into the FADEC. Romanelli told me to expect a first-hour fuel burn of 3,300 pounds at maximum speed, and 2,156 pounds in the second. Long-range-cruise fuel-burn figures are 3,080 pounds for the first hour and 2,068 pounds for the second and a speed of Mach 0.73...
...I brought the thrust levers to the takeoff detent–the Legacy does not have autothrottles...
...We...filed toward Savannah and climbed straight to FL370, an altitude we reached in 23 minutes. Crossing traffic prevented a direct climb to FL390 for almost 10 minutes. Cabin altitude at FL370 was 7,400 feet. An OAT of -51 degrees C produced 462 ktas, with a fuel flow of 1,270 pph per engine...
...I returned to the cockpit as Romanelli finished the climb to FL390 for our speed check. We eventually saw Mach 0.791 with a fuel burn of approximately 1,100 pph per side at an OAT of -57 degrees C. Long-range cruise at this altitude means pulling the speed back to about Mach 0.72. Cabin differential here was 8.0 and gave us an 8,100-foot altitude.
Again, just as a point of reference, a G550, flying M 0.84 at FL490 will burn just 1,200 pph per side while the passengers enjoy a cabin no higher than Denver.
I know to this point you have been completely undetered by overwhelming facts, nor have you realized the absurdity of comparing a Brazilian Embraer EMB-135BJ to a Gulfstream G550, so I doubt now that you will be deflected from your Quixotic task, but just for once, how about comparing the Legacy to something appropriate - something in it's class, like a Canadair RJ.
GV