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13 Dec 2019, 12:53 [ UTC - 5; DST ]


Greenwich AeroGroup



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 Post subject: Re: CRJ vs. ERJ
PostPosted: 12 Sep 2019, 20:32 
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Joined: 12/09/10
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Location: 4K6
Aircraft: 1960 M35
I’ve only got a couple hundred hours in the CRJ’s mostly 200 but flew the 700 and 900. And around 600 in the E175. Hands down the 175 is a better in every aspect airliner. More comfortable both up front and in the back. Real overhead bins like previously stated. And the best part WIFI! Both as a passenger and as a pilot.

As far as where the engines are mounted I’m not sure but it looks like a baby airbus and that’s cool! Also makes for a very lazy pilot. The dang thing is just so stinking easy to fly when everything electronic works. Heck even flew the thing from SFO to SLC with a deferred autopilot. And with the high level functions still working such as speed trim and such. Was the easiest hand fling jet I’ve ever flown.

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 Post subject: Re: CRJ vs. ERJ
PostPosted: 12 Sep 2019, 21:13 
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Location: Jackson, MS (KHKS)
Aircraft: 1959 Travel Air
Username Protected wrote:
And the best part WIFI! Both as a passenger and as a pilot.


Unsure if any 200's have wifi, but definitely available on the 700/900


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 Post subject: Re: CRJ vs. ERJ
PostPosted: 13 Sep 2019, 07:10 
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Joined: 01/31/12
Posts: 1171
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Company: Aerial survey (not my cessna)
Location: France/Germany
Aircraft: Cessna T-303
Username Protected wrote:
Auothrottles are just one more device to disengage the children of the magenta from aviating. I’ve never missed them.


I certainly agree with the last part of your post. Having flown without a/t for the last 15 years or so, a/t are not an absolute necessity. But they do come in handy.

And I don't think that it disengages you from flying. First of all, in 95% of the flight in the 145 for instance, the throttles (thrust levers!) would not move.
During t/o and climb, they would be into the detent. During cruise, I would spend 30seconds adjusting the thrust, and maybe readjust every hour or so if need be. Descent is idle if I planned correctly.
So that leaves us with the approach, where it would be idle until flaps 22/45, then preset to 55/65%, and then adjusted +-5%.

Now with the ejet, it's the exact same except they retard by themselves once the altitude is captured and speed is close to cruise.
It's just during the approach, and anytime we're below FL100, the PF has his hands on them, especially if it's a bit bumpy/windy as they are a bit slow to react.

And like any proper company, we're allowed (encouraged) to disconnect the a/p and/or the a/t at our convenience.
We've just shot a visual into Marseille, all handflown, lovely weather, pretty good fun!
On the way back, close to minimum in Lille, why bother? Let's keep everything on, follow it, and if we need to go around, press one button, no drama!

In my opinion, you can have all the automation in the world, or none, and your level of engagement only depends on you. Are you interested in what you're doing, or are you, like some captains I've had on the 145, simply going to set 80% N1, whatever speed that gives you so long as it does not overspeed, while you read the papers?


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 Post subject: Re: CRJ vs. ERJ
PostPosted: 13 Sep 2019, 10:54 
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Joined: 01/07/12
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Location: Greater Cincinnati Area
Aircraft: Aerostar 601P
:) I've flown with a few of those. I agree with your point about the airplane only being as automated as the pilot allows. The issue I see is it allows the airline to hire from a deeper pool than they otherwise would be able to, because the training and flight standards department build profiles and procedures using automation as a crutch.

Unfortunately not every airline pilot aspires to be an aviator.


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 Post subject: Re: CRJ vs. ERJ
PostPosted: 13 Sep 2019, 21:21 
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Joined: 08/18/13
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Aircraft: CRJ 200, 700, 900
No way Jose. I’m going to learn how to do everything myself to perfection, using the autopilot to do only what I’m to busy to do if I become task saturated. I only use the AP when directed to by the books or the CA.

I’d like to be a LCA some day. I can’t teach what I don’t know. I better learn it all. Still, I truly believe the basis of being a good pilot is basic stick and rudder, including setting thrust manually.


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 Post subject: Re: CRJ vs. ERJ
PostPosted: 04 Oct 2019, 16:31 
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Thanks man! I’m pretty happy here, I like it a lot! Reserve isn’t my favorite because I’m not flying enough, but that’s the way it goes anywhere I suppose.

I wouldn’t of thought it’d be easy to get FOD all the way up there, but I suppose there’s a reason we’re not allowed to use max reverse below 90kts or any TR at all below 60kts.


I'm just a stupid corporate pilot but this comment made me think of a pirep I read by a CRJ pilot on a somewhat (barely) contaminated 9,200' runway... I was nice enough to find a screenshot of the pirep for BT.

Use TR and brakes like your life (career) depends on it no matter how many times a pimple-faced captain says he/she has done this a "thousand times"!!!

It is common for me (biz jet & turboprop captain) to call and FBO and hear something like this come out of the phone "The runway looks pretty good, but we haven't had anyone come in yet, so please let us know how it (runway) is."


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 Post subject: Re: CRJ vs. ERJ
PostPosted: 26 Oct 2019, 15:56 
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Aircraft: CRJ 200, 700, 900
I'm sitting in an Embraer 175 right now commuting back to DCA and NOW I get it. This thing puts the 900 to shame! Way bigger, better windows, nicer avionics, the works.


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 Post subject: Re: CRJ vs. ERJ
PostPosted: 27 Oct 2019, 10:46 
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Location: Greater Cincinnati Area
Aircraft: Aerostar 601P
I'm curious how the fuel burn compares, given the ERJ has to push a bigger cabin around everywhere.

They are nice inside.


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 Post subject: Re: CRJ vs. ERJ
PostPosted: 27 Oct 2019, 11:51 
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Company: Aerial survey (not my cessna)
Location: France/Germany
Aircraft: Cessna T-303
Username Protected wrote:
I'm curious how the fuel burn compares, given the ERJ has to push a bigger cabin around everywhere.

They are nice inside.


The erj, about 1.1 ton an hour around FL300.
The emb170, about 1.6, and the emb190, closer to 2 tons


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 Post subject: Re: CRJ vs. ERJ
PostPosted: 05 Nov 2019, 10:13 
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Joined: 08/26/15
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Location: Florida panhandle
Aircraft: Travel Air,T-6B,CRJ
Another key difference that no one has yet mentioned are the lavs- the Embraers, being built in the southern hemisphere, have toilets that swirl in the opposite direction to the toilets on the CRJ...


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 Post subject: Re: CRJ vs. ERJ
PostPosted: 05 Nov 2019, 10:51 
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Joined: 01/01/10
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Location: Roseburg, Oregon
Aircraft: Citation Mustang
I find the ERJ175 to be a nice ride. However, the ERJ145 has to be the worst RJ I’ve ever been in. Noisy, uncomfortable, just a miserable piece.

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 Post subject: Re: CRJ vs. ERJ
PostPosted: 05 Nov 2019, 11:01 
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Joined: 01/31/12
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Company: Aerial survey (not my cessna)
Location: France/Germany
Aircraft: Cessna T-303
That's because you've never been in a Jetstream. From there on, everything is awesome!

But yes, the Ejet is pretty nice. And the wipers do not generate as much noise as they do on the 145.

I'll stop here before I start listing everything that is wrong on the 145...


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 Post subject: Re: CRJ vs. ERJ
PostPosted: 05 Nov 2019, 16:52 
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Location: Roseburg, Oregon
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Ok, this thread is about CRJ and ERJ. Don't let it degrade into Jetstream conversation! That would need to be another thread. Also, I have a hunch everything wrong about the ERJ 145 would be a list too long to post. It seems like that kind of an airplane. If I never ride on one again, it's ok with me.

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 Post subject: Re: CRJ vs. ERJ
PostPosted: 05 Nov 2019, 20:17 
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Joined: 11/08/12
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Location: Jackson, MS (KHKS)
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Username Protected wrote:
I find the ERJ175 to be a nice ride. However, the ERJ145 has to be the worst RJ I’ve ever been in. Noisy, uncomfortable, just a miserable piece.


I believe on one propilot forum it was called the WSCOD


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 Post subject: Re: CRJ vs. ERJ
PostPosted: 08 Nov 2019, 19:42 
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Joined: 11/17/12
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Location: Greensboro,North Carolina
Aircraft: Cessna 170B
My airline flies all three variants of the CRJ, though the 200 lines are rapidly disappearing. I think each of the CRJs have their own endearing qualities (even the Deuce). I love the Rockwell Collins avionics suite, and feel comfortable in the airplane with a real yoke. I use automation as little as possible and will generally hand fly below RVSM on the way up, and below 10K on the way down, captain’s mood permitting.

As a passenger, I love the 175. The larger overhead bins are a treat, and the larger windows are nice. Seat size appears to be the same, and I’ve commuted on Republic several times to self to PHL, or coming back from the CAMI chamber.

I’ve ridden on the 145 a bunch (50/50 jump seat to cabin), and other than not having FADEC, I think the 200 is a superior airframe. I was grateful for the rides each time, but I’m glad I didn’t go to Piedmont...


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