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Likes/Dislikes for the CL-65
- Thread starter mocaman
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El Cid Av8or
Crew Dawg
- Joined
- Jul 29, 2002
- Posts
- 193
I think it looks cool and the glass panel in the cockpit is pretty cool. Heck, it even rides well in the back. Now, I may have a different opinion when I get to ride in the front left or right 
Then again, that may never happen since I am leaning towards a corporate or fractional career. The Challengers can't be too different from it though. The Global Express looks like it but I think it was designed and built from scratch, not just stretched and tweaked.
Then again, that may never happen since I am leaning towards a corporate or fractional career. The Challengers can't be too different from it though. The Global Express looks like it but I think it was designed and built from scratch, not just stretched and tweaked.
RocketRob
Well-known member
- Joined
- Jan 16, 2002
- Posts
- 139
Never flown the CRJ but I have a bit over 4k hours in the EMB-145. It has been a good plane to work with for the past few years (no majors problems for me, Yet!) but like all things, I'm ready to move on to something new.
The things I like about it:
Totally glass cockpit (in fact the only round dials our new a/c have are the ca and fo's clocks)
Relatively simple systems (DC electrial, 2 hyd systems, etc)
Predictable flying qualities
Comfortable cockpit as far as space goes (for the size of the a/c)
Good packs (air conditioning)
Things that need improvement
Cockpit noise level (and cabin for that fact)
More thrust ( the new 145XR's are an improvement but, well who are we kidding, all a/c need more thrust!)
We really need autothrottles!
More sophisticated FMS's and VNAV capabilities
More speed brake settings (1/4, 1/2, etc.)
well the list goes on but its nit-picking
The truth is it's not the best a/c out there but the Embraer line has been improving (the first a/c we got is a total POS compared to our newest ones). It is a good a/c to fly and learn to fly a jet/airline operations on (assuming you studied your **CENSORED****CENSORED****CENSORED****CENSORED**!). Good luck with your career, you'll be here before you know it.
av8rrob
CoEx ERJ 145 CA
The things I like about it:
Totally glass cockpit (in fact the only round dials our new a/c have are the ca and fo's clocks)
Relatively simple systems (DC electrial, 2 hyd systems, etc)
Predictable flying qualities
Comfortable cockpit as far as space goes (for the size of the a/c)
Good packs (air conditioning)
Things that need improvement
Cockpit noise level (and cabin for that fact)
More thrust ( the new 145XR's are an improvement but, well who are we kidding, all a/c need more thrust!)
We really need autothrottles!
More sophisticated FMS's and VNAV capabilities
More speed brake settings (1/4, 1/2, etc.)
well the list goes on but its nit-picking
The truth is it's not the best a/c out there but the Embraer line has been improving (the first a/c we got is a total POS compared to our newest ones). It is a good a/c to fly and learn to fly a jet/airline operations on (assuming you studied your **CENSORED****CENSORED****CENSORED****CENSORED**!). Good luck with your career, you'll be here before you know it.
av8rrob
CoEx ERJ 145 CA
lionflyer
Well-known member
- Joined
- Jun 13, 2002
- Posts
- 359
I fly the CRJ and these are the things that need improvement:
1. The crew bag closet needs to be about 1/2" wider.
2. I hate it when the airspeed bug syncs when you engage the
autopilot.
3. It feels like you're entering a snap roll when the autopilot
captures the LOC.
4. It needs leading edge devices because it is a runway hog.
5. The passenger windows are too darn low.
6. You can't fit anything bigger than a laptop in the overhead bin.
Other than the above, it's a nice ride. It slows down nicely when you need it to, it's relatively quiet (more than the ERJ), and there's more cabin leg room than a 757.
1. The crew bag closet needs to be about 1/2" wider.
2. I hate it when the airspeed bug syncs when you engage the
autopilot.
3. It feels like you're entering a snap roll when the autopilot
captures the LOC.
4. It needs leading edge devices because it is a runway hog.
5. The passenger windows are too darn low.
6. You can't fit anything bigger than a laptop in the overhead bin.
Other than the above, it's a nice ride. It slows down nicely when you need it to, it's relatively quiet (more than the ERJ), and there's more cabin leg room than a 757.
everything lionflyer said, plus the automatic air temperature controllers are absolutely terrible. They require far too much attention, and the passengers are either freezing cold or blazing hot. The cockpit, of course, stays perfect at all times. The manual controls work well when you're level, but require more attention than the auto mode when changing altitude. Has anyone else had those gaspers spit ice at you?
The climb performance above FL250 is rarely better than 500 fpm with a standard load, and ATC hates that. So do we.
The automation requires a lot of attention also. Like anything else, it gets easier with more time in the cockpit. As good as the automation is, it tends to make one complacent....that is until it tries to make a left turn to intercept the 26R localizer at ATL. That'll wake you up!
Low wings.
It is a runway hog.
Only one flight attendant.
On the good side, well, most everything else. All the good things definitely outweigh the few, piddly bad things. I love the airplane, and that's good because it looks like I'll be in it for a long time.
The climb performance above FL250 is rarely better than 500 fpm with a standard load, and ATC hates that. So do we.
The automation requires a lot of attention also. Like anything else, it gets easier with more time in the cockpit. As good as the automation is, it tends to make one complacent....that is until it tries to make a left turn to intercept the 26R localizer at ATL. That'll wake you up!
Low wings.
It is a runway hog.
Only one flight attendant.
On the good side, well, most everything else. All the good things definitely outweigh the few, piddly bad things. I love the airplane, and that's good because it looks like I'll be in it for a long time.
CF34-3B1
Well-known member
- Joined
- Mar 6, 2002
- Posts
- 831
Hey, it could be worse. At least we gave the -100s back to Comair!
Everything everyone said so far is pretty much right on.
Only thing I'd add is the new cockpit seats don't go back far enough.
And since we're bit*hing, what IS the deal with those new mini sized cups?? **CENSORED****CENSORED****CENSORED****CENSORED** things don't even come up level with the top of the cup holder.
Everything everyone said so far is pretty much right on.
Only thing I'd add is the new cockpit seats don't go back far enough.
And since we're bit*hing, what IS the deal with those new mini sized cups?? **CENSORED****CENSORED****CENSORED****CENSORED** things don't even come up level with the top of the cup holder.
SkyWestCRJPilot
Now a CAL FO
- Joined
- Aug 20, 2002
- Posts
- 359
I agree there are things that need improvement but I guess I'll be more optimistic. I think the CRJ is a great airplane. It's the only jet I've flown so I don't have much to compare it too except for other pilots I talk to or have in the jumpseat. It has less climb performance than an average 737 but once in cruise we can fly faster. I understand the 737-300 and 737-500 generally fly at .74 mach to .77 and are certified to FL370. Today we were half full and flying from Des Moines to Salt Lake and we climbed up to FL390 (we're certified to FL410) and we were making .77 mach. Going up to Calgary this afternoon (half full) and at FL350 we were doing about .81 mach. On the way back we could have gone up to FL410 but instead flew wrong way at FL390. I flew the Brasilia before the CRJ and I didn't like its handling characteristics. It was extremely heavy, especially in roll control. And that darn rudder trim was always out. The CRJ's handling is great to me. It's very light and extremely responsive. In the sim we get a chance to roll it to see the responsiveness and it rolls like a fighter. That responsiveness takes a little time to get used to as well as the artificial feel induced by having hydraulic controls but I understand that is common on most other transport jets. I love how it handles. I like the flight director panel and autopilot better than the Brasilias. We have six efis screens and and nice FMS that does everthing. (About five minutes after departure from SLC yesterday we were cleared direct Des Moines. Punch in direct DSM and you're done navigating for the next 2 hours. I love /F.) We don't have autothrottles but we have a cool airspeed trend vector. It shows you what your airspeed will be at in ten seconds from now. It's makes setting your power very easy. Pilots from United and Delta that ride in our jumpseat often comment on how nice our avionics suite is compared to what they fly. We don't have leading edge devices (slats) which makes our takeoff and landing distances be long and also makes for very fast takeoff and landing speeds. Landing speeds are generally faster than most other airliners. Slats come on the CRJ-700 (which is also a CL-65 by the way). There is a higher thrust to weight ratio on the CRJ-700 too making for better climb performance. Also the passenger windows on the -700 are set higher so the passengers don't have to hunch over to look outside. The cockpit is nice with a nice place for your jep binder on a clipboard in perfect view (The Brasilia didn't have that). There's also a perfectly shaped place for your rectangular flight case (the Brasilia didn't have that either). The environmental control system requires attention to not be too cool or hot but I understand many other larger jets have the same problem (go drive your car for an hour in the cold and count just how many times you touch the temperature and fan controls and you'll be surprised). The cockpit noise is alright. The older ones are lots louder than the new ones. The new ones you can take off your headset at cruise and have a normal conversation. The 737s I've jumpseated on were much quieter though. But I've heard the 727 is a real racket up front. The new pilot's seats are great, the old ones suck. Since the engines are mounted high on the fuselage the thrust creates a down pitching moment. When you reduce thrust over the threshold the nose wants to pitch up instead of down like other airplanes. Also on a go-around when you increase power the nose wants to pitch down. It's no big deal and you get used to it but it's opposite from how a Cessna or a 737 reacts. The autopilot disconnects on a go-around from a coupled approach which the Brasilia didn't do. I liked that on the Braslia. Overall I think it's a great airplane. It would be great to hear from someone whose flown both the CRJ and other jets. Anybody out there flown the CRJ and the ERJ too (Mesa pilots)? Anyone flown both the CRJ-200 and the CRJ-700 (ASA pilots)? How's it compare to the Donier 328Jet (ACA pilots)? What about the 737 (Ex CRJ pilots)?
AAsRedHeadedbro
Havin' fun at the track!
- Joined
- Mar 10, 2002
- Posts
- 141
Having flown on the jumpseat and within the cabin of the CRJ, I agree that the airplane is very nice. I would be just as happy flying the thing as I am flying the Embraer EMB-145.
That said, here are a few things about the EMB, in case anyone might be interested:
We have FADEC's controlling our engines (basically fly by wire engines) so setting takeoff thrust entails merely pushing the thrust levers into a detent. That's it. Climb Thrust - press the Climb button. Cruise Thrust - press the Cruise button. No fiddling with the thrust levers. Nice.
Above about 270 KIAS, the cockpit gets loud, about as loud as the old 727's, I think. I wear Telex Airman 750 lightweights with earplugs.
I personally think the 140 and 145 are underpowered in the climb at the higher altitudes, although apparently not as underpowered as the CRJ. The 145 can usually hold 1000 fpm all the way up to FL370. The 135 does substantially better due to its lower weight.
Once up at altitude, we typically cruise at M.77 to .78 (One of my gripes is that the airplane will shoot right through Mmo or Vmo in cruise and we constantly have to reduce power. This tells me that the airplane should be about a M.80 or better airplane but for whatever reason it's been limited to M.78.)
The cockpit is a major improvement over the Brasilia. It's a lot deeper and has room for a normal kit bag for each crewmember (although it is a bit too far back for comfort). Gone are the switches. They've been replaced with push buttons and rotary knobs. The panel is all-glass and is very clean and tidy. We've got dual Universal UNS-1K FMS's which are pretty easy to use and make lateral and vertical navigation a snap.
The ailerons are hydraulically powered and are light and responsive, even at high speeds. The rudder is also hydraulic.
The ram's horn yoke took some getting used to, but it feels natural enough to me now.
The airplane is easy to land and has excellent brakes. It'll handle a short field with ease.
Our APU works well when it's running. However, it can be cranky to start in flight so we normally start it on the ground after landing. Embraer has been working on that problem for quite some time.
Overall, I love the airplane. However, as I said at the beginning, I would be just as happy flying the CRJ. They both seem to be good birds.
That said, here are a few things about the EMB, in case anyone might be interested:
We have FADEC's controlling our engines (basically fly by wire engines) so setting takeoff thrust entails merely pushing the thrust levers into a detent. That's it. Climb Thrust - press the Climb button. Cruise Thrust - press the Cruise button. No fiddling with the thrust levers. Nice.
Above about 270 KIAS, the cockpit gets loud, about as loud as the old 727's, I think. I wear Telex Airman 750 lightweights with earplugs.
I personally think the 140 and 145 are underpowered in the climb at the higher altitudes, although apparently not as underpowered as the CRJ. The 145 can usually hold 1000 fpm all the way up to FL370. The 135 does substantially better due to its lower weight.
Once up at altitude, we typically cruise at M.77 to .78 (One of my gripes is that the airplane will shoot right through Mmo or Vmo in cruise and we constantly have to reduce power. This tells me that the airplane should be about a M.80 or better airplane but for whatever reason it's been limited to M.78.)
The cockpit is a major improvement over the Brasilia. It's a lot deeper and has room for a normal kit bag for each crewmember (although it is a bit too far back for comfort). Gone are the switches. They've been replaced with push buttons and rotary knobs. The panel is all-glass and is very clean and tidy. We've got dual Universal UNS-1K FMS's which are pretty easy to use and make lateral and vertical navigation a snap.
The ailerons are hydraulically powered and are light and responsive, even at high speeds. The rudder is also hydraulic.
The ram's horn yoke took some getting used to, but it feels natural enough to me now.
The airplane is easy to land and has excellent brakes. It'll handle a short field with ease.
Our APU works well when it's running. However, it can be cranky to start in flight so we normally start it on the ground after landing. Embraer has been working on that problem for quite some time.
Overall, I love the airplane. However, as I said at the beginning, I would be just as happy flying the CRJ. They both seem to be good birds.
Last edited:
Dornier 328-Jet vs. CRJ
Dornier:
Positives:
Passenger seats and low center floor just make for more room to move around - definitely more comfortable in the back.
Except once seated behind engines, the thing whines like crazy. Don't even think of falling asleep with your head near the window, you won't hear for days.
Lavatory that a man can use standing up - instead of having to do the reverse "c" dance in the CRJ.
In the front office:
Honeywell Primus system - what a great box for FMS and system controls.
Nice work station space - don't feel like I'm trying to work with my shoulders tied down.
What can you say about a plane that can climb at 5500fpm fully loaded in a "normal" takeoff. How about the thrill of an empty V2 climb where the meter tops out at 9999? Now that is fun!
High wing design with not much on the belly makes for an easy pre-flight walk around.
Negatives:
Coffee pots only come on with AC and AC only comes off main engines. (This is a DC based airplane)
Whiny, noisy cabin and cockpit. Thought I could lose the David Clarks in the Jet, but put 'em back in service after one week on the line.
The "Velcro" (and plastic) airplane. It's the only plane I can think of that needs a "Danger - watch for falling objects" sign in the cabin and cockpit. For the Dornier folks, let's run down the list of how many times does?
The exit sign get knocked off and blown under the plane?
The pedestal step door with the crash ax slam open on T/O?
The plastic piece over the lav door fall down on you?
The F/A complains that a light lense has fallen on a customer?
The F/A complains that the "hat rack" panel has fallen in her lap?
Five screen EFIS failures are not fun.
Two out of three generators is a good day.
One out of two HX fans is a good day.
Less than twenty "patches" on your boots is a "clean" airplane.
How many times will the plane fly through the localizer on A/P? Will the flight director ever find the localizer?
Funny the CRJ and the Dork must have the same temp controllers. The ECS can't find a temp anywhere near human limits.
.66 mach but wait that's red line, so let's cruise at .64 - at least I get paid by the hour.
.66 mach and ATC says, "turn left 30 degrees for traffic" and you know its to let them pass you!
Having a top of FL310 but it's only doing 240kts up there so ATC never gives you anything above FL280.
Knowing there are only two airplanes that you can catch and pass and they are the 328-prop and the Dash-8.
Boston has you at 6,000ft and then tells you "..five miles from the marker, you are cleared for the ILS 4R approach, speed 180" and knowing that you can't get down that fast.
CRJ:
Negatives:
I'm sorry but that is one cramped little cabin. You don't want any passengers that are above FAA standard weight sitting next to you.
My neck and shoulders don't turn that far. How exactly am I supposed to get things out of my flight bag, reset circuit breakers, reach that darn new door safety bar and get in and out of that seat. I need a good chiropractor.
Oh and who designed the cockpit door - just love that overhead filler - you know the one that if your over 5'10" will scalp you better that any Shawnee with a knife? (please no PC flames)
Holy time warp batman, where did they get this FMS? Do you like that? Execute. Vertical Navigation - ah that's for sissy pilots.
How many passengers are on board? I'm at Vt and we're only climbing at 3000fpm in the middle of winter?
I'm sorry its -14C outside, the ramp is full of de-ice and you want me to check what? Are you serious? The MLG overheat loops, the Avionics bay (new security checks) and the gear pin dust covers. Who can I send the dry cleaning bill to?
Positives:
Knock, Knock - hey this panel is made out of metal - not plastic like on the Dork.
.85/335kts - oh my gawd we just passed a 737 and they made a Dork turn so we could get ahead of them going into LGA.
Coffee..................mmmmmm.
FL330 and still able to kick some tail, yeah we could climb faster but who needs it.
Passengers actually think it looks like an airplane. However, I had to laugh when on my first trip, a passenger had claustrophobia. I can't tell you how many passengers "balked" at the Dork - usually before they got in it.
Flight spoilers - you mean I can make a mistake and still recover!
Thrust reversers - cool! That means CRJ tires must last longer than the weekly tire changes on the Dork.
Low wing, trailing link gear - wow it lands like a Piper Arrow.
But why oh why do both airplanes have seats that feel like granite after 20 minutes?
Dornier:
Positives:
Passenger seats and low center floor just make for more room to move around - definitely more comfortable in the back.
Except once seated behind engines, the thing whines like crazy. Don't even think of falling asleep with your head near the window, you won't hear for days.
Lavatory that a man can use standing up - instead of having to do the reverse "c" dance in the CRJ.
In the front office:
Honeywell Primus system - what a great box for FMS and system controls.
Nice work station space - don't feel like I'm trying to work with my shoulders tied down.
What can you say about a plane that can climb at 5500fpm fully loaded in a "normal" takeoff. How about the thrill of an empty V2 climb where the meter tops out at 9999? Now that is fun!
High wing design with not much on the belly makes for an easy pre-flight walk around.
Negatives:
Coffee pots only come on with AC and AC only comes off main engines. (This is a DC based airplane)
Whiny, noisy cabin and cockpit. Thought I could lose the David Clarks in the Jet, but put 'em back in service after one week on the line.
The "Velcro" (and plastic) airplane. It's the only plane I can think of that needs a "Danger - watch for falling objects" sign in the cabin and cockpit. For the Dornier folks, let's run down the list of how many times does?
The exit sign get knocked off and blown under the plane?
The pedestal step door with the crash ax slam open on T/O?
The plastic piece over the lav door fall down on you?
The F/A complains that a light lense has fallen on a customer?
The F/A complains that the "hat rack" panel has fallen in her lap?
Five screen EFIS failures are not fun.
Two out of three generators is a good day.
One out of two HX fans is a good day.
Less than twenty "patches" on your boots is a "clean" airplane.
How many times will the plane fly through the localizer on A/P? Will the flight director ever find the localizer?
Funny the CRJ and the Dork must have the same temp controllers. The ECS can't find a temp anywhere near human limits.
.66 mach but wait that's red line, so let's cruise at .64 - at least I get paid by the hour.
.66 mach and ATC says, "turn left 30 degrees for traffic" and you know its to let them pass you!
Having a top of FL310 but it's only doing 240kts up there so ATC never gives you anything above FL280.
Knowing there are only two airplanes that you can catch and pass and they are the 328-prop and the Dash-8.
Boston has you at 6,000ft and then tells you "..five miles from the marker, you are cleared for the ILS 4R approach, speed 180" and knowing that you can't get down that fast.
CRJ:
Negatives:
I'm sorry but that is one cramped little cabin. You don't want any passengers that are above FAA standard weight sitting next to you.
My neck and shoulders don't turn that far. How exactly am I supposed to get things out of my flight bag, reset circuit breakers, reach that darn new door safety bar and get in and out of that seat. I need a good chiropractor.
Oh and who designed the cockpit door - just love that overhead filler - you know the one that if your over 5'10" will scalp you better that any Shawnee with a knife? (please no PC flames)
Holy time warp batman, where did they get this FMS? Do you like that? Execute. Vertical Navigation - ah that's for sissy pilots.
How many passengers are on board? I'm at Vt and we're only climbing at 3000fpm in the middle of winter?
I'm sorry its -14C outside, the ramp is full of de-ice and you want me to check what? Are you serious? The MLG overheat loops, the Avionics bay (new security checks) and the gear pin dust covers. Who can I send the dry cleaning bill to?
Positives:
Knock, Knock - hey this panel is made out of metal - not plastic like on the Dork.
.85/335kts - oh my gawd we just passed a 737 and they made a Dork turn so we could get ahead of them going into LGA.
Coffee..................mmmmmm.
FL330 and still able to kick some tail, yeah we could climb faster but who needs it.
Passengers actually think it looks like an airplane. However, I had to laugh when on my first trip, a passenger had claustrophobia. I can't tell you how many passengers "balked" at the Dork - usually before they got in it.
Flight spoilers - you mean I can make a mistake and still recover!
Thrust reversers - cool! That means CRJ tires must last longer than the weekly tire changes on the Dork.
Low wing, trailing link gear - wow it lands like a Piper Arrow.
But why oh why do both airplanes have seats that feel like granite after 20 minutes?
shamrock
Well-known member
- Joined
- Dec 15, 2001
- Posts
- 1,786
lionflyer said:
Don't know of any of you have seen it but with the new bulletproof doors they're installing we lose the closet all together. The new door is bolted and hinged on the right (FO) side so it prevents the door from opening.
Gonna have to get a much smaller bag to fit in the overhead or let the pride of East Point and College Park have their way with our bags now.
CatYaaak
Well-known member
- Joined
- Jul 10, 2002
- Posts
- 809
Likes:
1) Whatever it is about the winscreen that seems to make it condusive to the formation of St. Elmo's fire, and
2) the way you can get both stall warblers going at the same time during a test to make it sound like a phaser.
Dislike: The voice they used for aural warnings. A sexy Canadian's female voice (like my girlfirend's) to replace the guy's that is currently intalled should have taken precedence over EICAS 2000 upgrades. Apparently, people in Montreal have a strange concept on how to get one's attention.
1) Whatever it is about the winscreen that seems to make it condusive to the formation of St. Elmo's fire, and
2) the way you can get both stall warblers going at the same time during a test to make it sound like a phaser.
Dislike: The voice they used for aural warnings. A sexy Canadian's female voice (like my girlfirend's) to replace the guy's that is currently intalled should have taken precedence over EICAS 2000 upgrades. Apparently, people in Montreal have a strange concept on how to get one's attention.
CatYaaak
Well-known member
- Joined
- Jul 10, 2002
- Posts
- 809
Typhoon1244
Member in Good Standing
- Joined
- Jul 29, 2002
- Posts
- 3,078
The only problems I have with my mount:
(1) I wish the ECS had a "bug" so you could tell what temperature the packs are trying to maintain.
(2) Maybe it's just me, but it seems like I "saw" weather a lot further away with the Brasilia's radar then I do with the R.J.'s. (User error, perhaps?)
(3) If this thing just had one more engine...! Maybe they could bolt two more onto the existing pair...you know, like a VC-10?
(4) In about half the jets in our fleet, maybe more, when the nose gear comes off the ground on takeoff, it sounds like a DC-7 is trying to fly through the cockpit.
(5) Probably my biggest pet-peeve: couldn't they have designed this thing so that the autopilot wouldn't let the airplane balloon a hundred feet when the first two notches of flaps come out? (Note to new C.R.J. guys: wait until you're rolling into a turn to throw the flaps out. It makes the transition a lot smoother.)
Other than that, I love this plane!
(1) I wish the ECS had a "bug" so you could tell what temperature the packs are trying to maintain.
(2) Maybe it's just me, but it seems like I "saw" weather a lot further away with the Brasilia's radar then I do with the R.J.'s. (User error, perhaps?)
(3) If this thing just had one more engine...! Maybe they could bolt two more onto the existing pair...you know, like a VC-10?
(4) In about half the jets in our fleet, maybe more, when the nose gear comes off the ground on takeoff, it sounds like a DC-7 is trying to fly through the cockpit.
(5) Probably my biggest pet-peeve: couldn't they have designed this thing so that the autopilot wouldn't let the airplane balloon a hundred feet when the first two notches of flaps come out? (Note to new C.R.J. guys: wait until you're rolling into a turn to throw the flaps out. It makes the transition a lot smoother.)
Other than that, I love this plane!
PCL Flt-ops
Well-known member
- Joined
- Dec 10, 2002
- Posts
- 96
DoinTime
Well-known member
- Joined
- Nov 27, 2001
- Posts
- 2,523
ArcticFlier
SpdmodehdgmodebugV21/2bnk
- Joined
- Jun 22, 2002
- Posts
- 901
BigFlyr
Well-known member
- Joined
- Nov 28, 2001
- Posts
- 359
Having to ride the speed-brake to keep the engines spooled up in icing conditions while being stepped down for an approach can be a handful... Add to that the lack of autothrottles... High tech EFIS and EICAS systems but still a busy airplane compared to the 737NG's... Other than that...The airplane is pretty nice but I'm told the CRJ700 is better.
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