Originally posted by 3WE
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Embraer 145 questions
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Originally posted by Apooh View PostThat Colgan Air? Easy...the dude got scared when the plane stalled and he pulled up.
Kind of like when a car starts to hydroplane during rain and people hit the brakes as hard as they can.
As to your other smart-assed comment about the FO (I'm being complimentary), I would ask: Are you Putt-4-Par?
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Originally posted by Tanner_J View PostThey may be young pilots, but that doesn't mean their less professional. Most graduates of my school end up at ExpressJet flying the ERJ-145 and I can tell you not only do we have top notch flight training with the degree and college courses to back it up, ExpressJet has one of the best training regiments for their new hires.
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Originally posted by 3WE View PostHaving fun yet?
(Make no mistake- a good effort to explain things, and excellent explanations too.)
While you are at it- I've always worried about DC-9/MD-80 and ERJ aircraft- that uneven, left-to-right seating arrangement must put a lot of extra strain on the right wing- I'm always scared that it will fail if we were to encouter turbulence at a middle altitude.
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Originally posted by 3WE View PostI also need to understand how a different young, less experienced dude's response to a stick shaker is to pull up "as hard as you can" to a 30 degree nose up attitude.
Kind of like when a car starts to hydroplane during rain and people hit the brakes as hard as they can.
But he should have relied on his co-pilot for guidance. Wait, er, no, the copilot was scared because she had never seen icing like that.
HOWEVER, I am hoping that American Eagle pilots (the airline I am flying) are better than that.
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Originally posted by Tanner_J View PostThey may be young pilots, but that doesn't mean their less professional. Most graduates of my school end up at ExpressJet flying the ERJ-145 and I can tell you not only do we have top notch flight training with the degree and college courses to back it up, ExpressJet has one of the best training regiments for their new hires.
However, I need to understand how young pilots can sit at FL410 with a 20 degree nose up angle, watching their airpseed decay over a period of a minute or two until the stick shaker starts going off, but then LET the plane stall itself.
I also need to understand how a different young, less experienced dude's response to a stick shaker is to pull up "as hard as you can" to a 30 degree nose up attitude.
What is the screening procedure that separates your pilots from these others, and how, as a passenger, do I know that I will get one of your pilots?
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Getting back to the Embraer, it is constantly ranked higher in comfort ratings than the CRJ. It has bigger windows and has a 2-1 configuration, where CRJ's have a 2-2 Configuration.
In general, turbulence will be felt more on a smaller airplane than a large one, but it's not a big deal. They won't fly you through anything too crazy.
They may be young pilots, but that doesn't mean their less professional. Most graduates of my school end up at ExpressJet flying the ERJ-145 and I can tell you not only do we have top notch flight training with the degree and college courses to back it up, ExpressJet has one of the best training regiments for their new hires.
If you want to know anything specific about the 145 PM me, I am currently in a college course specifically tailored to the systems on the ERJ-145 so I have a ton of information and the flight manuals on my desk.
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Originally posted by SYDCBRWOD View Post...almost as much stuff as Gabriel posts...
(Make no mistake- a good effort to explain things, and excellent explanations too.)
While you are at it- I've always worried about DC-9/MD-80 and ERJ aircraft- that uneven, left-to-right seating arrangement must put a lot of extra strain on the right wing- I'm always scared that it will fail if we were to encouter turbulence at a middle altitude.
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Originally posted by EconomyClass View PostWhat's the relevance of that observation. You didn't even wait to learn what the question was about.
Originally posted by EconomyClass View PostI'm just saying that atmospheric conditions vary as you climb to different altitudes. That Colgan flight probably wasn't flying in the same conditions as AF447. Which probably explains the "unprofessional behavior". They obviously didn't perceive that they were doing a job full of the same hazard as an international flight.
Ask a few basic questions and you would have had the answers to your questions.
Originally posted by EconomyClass View PostAs for danger at altitude, how about the crash in the Canary Islands. One plane sitting on the runway, the other one laboring to achieve enough height not to ram it. But, then, that was another human error, wasn't it? A guy who wasn't cleared who decided to do it anyway. I mean, if that's going to happen, the passengers are screwed. No amount of safety engineering is of any use when universally-known procedures are simply bypassed. I don't know what the total errors made in that crash were, but I'd call them "unforced" in the sense they use in tennnis.
Originally posted by EconomyClass View PostAmazing how few crashes occur considering the same human brain capacity and training is involved. Hell, who knows, maybe most of those pilots aren't ready to die. That could induce some care and patience.
Considering the figures, 4.874 Billion passengers moved in 2008, compared with 577 deaths in 32 crashes - the odds are miniscule of losing your life.
http://www.aci.aero/cda/aci_common/d...p=1-5-54_666_2__
Aviation Safety Network: Airliner accident statistics; 100 worst accident, fatalities and number of accidents per month, year etc.
But you go ahead and keep pointing out how obviously stupid you consider pilots to be "that could induce some care and patience". Incidentally if you were again alluding to the Canary Islands incident, the 'impatience' wasn't due to the KLM pilot wanting to get on the turps early - it was because he was restricted in the flight hours he could do in any one period - you know, one of those pesky safety rules.
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What's the relevance of that observation. You didn't even wait to learn what the question was about.
I'm just saying that atmospheric conditions vary as you climb to different altitudes. That Colgan flight probably wasn't flying in the same conditions as AF447. Which probably explains the "unprofessional behavior". They obviously didn't perceive that they were doing a job full of the same hazard as an international flight.
As for danger at altitude, how about the crash in the Canary Islands. One plane sitting on the runway, the other one laboring to achieve enough height not to ram it. But, then, that was another human error, wasn't it? A guy who wasn't cleared who decided to do it anyway. I mean, if that's going to happen, the passengers are screwed. No amount of safety engineering is of any use when universally-known procedures are simply bypassed. I don't know what the total errors made in that crash were, but I'd call them "unforced" in the sense they use in tennnis.
Amazing how few crashes occur considering the same human brain capacity and training is involved. Hell, who knows, maybe most of those pilots aren't ready to die. That could induce some care and patience.
Hmm. Occurs to me we're all lucky that its not so easy to launch an ICBM attack as it is to launch an aircraft.
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Originally posted by EconomyClass View PostThese short jumps don't require flying as high, do they?
Originally posted by EconomyClass View PostSo, does that mean a different type of difficulty for the less-experienced pilots? Most flight like that will not cross a tropical convergence (at least not flights I'd take).
Exactly what 'different type of difficulty' are you talking about here? Are you thinking that its less difficult to fly at a lower altitude than a higher one? Are you going to disregard the fact that generally speaking the smaller the aircraft in these regional operators the less hours the pilots probably have? I'd say there's your bigger risk factor - but hey, that's just me
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These short jumps don't require flying as high, do they? So, does that mean a different type of difficulty for the less-experienced pilots? Most flight like that will not cross a tropical convergence (at least not flights I'd take).
To me, flying is not worth doing unless there's some serious distance to the trip or an ocean to be crossed. For instance, I flew to Seattle, but when I wanted to get to Portland from there, I rented a car. Driving to Portland was a breeze (except the first 50 miles or so at rush hour, my departure would have been nicer if I'd toured Seattle for a couple of hours and then headed south).
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Originally posted by Foxtrot View PostHaving flow in RJs 13 times now I can tell you for sure that they're nowhere as rough and as uncomfortable as most people make them out to be. Now if you're over 6' 2" tall or have really long legs, comfort might become an issue on RJ flights longer than an hour.
Turbulence feels just about the same as in any other airliner, and in fact some of my RJ flights have been smoother in say, heat-thermal induced turbulence than a 737.
As for turbulence, on ERJs, it tends to be a bit more exaggerated than say on a larger aircraft (from what I have experienced), but then again, when an RJ's engines decide to power through a sittutation, you definately feel it.
Another issue with RJs is that they often offer little or no amenities (offered on mainline flights) such as powerports, IFE systems, and/or meal services. I understand that those are currently premiums on mainline carriers, but still...it does affect a decision. Case in point, CO employs the ERJ-145XR on some routes that are rather long (for an RJ, in comparison to other RJs usage at other carriers) and it amazes me there are no/little IFE and the like. But then again, with the sad state of our industry (for the past decade it seems...), we have little if anything to complain about...
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