ERJ-145 vs. CRJ-200

Future Cpt Kirk said:
Curious to know the difference in operating costs/efficiency between the two... Mainly fuel consumption. Could anyone shed some light?
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I'd guess the bigger cost impact is turbine life at the higher ITT. Does either manufacturer publish research data on engine wear/use?

For our T-56, a 40 degree difference in (T)urbine (I)nlet (T)emperature increases engine life like 40%. Huge, for 5-10kts of true.

EDIT: Wtf @Derg, I can't abbreviate Turbine Inlet Temperature? :D
 
NewYorkophile said:
I'd guess the bigger cost impact is turbine life at the higher ITT. Does either manufacturer publish research data on engine wear/use?

For our T-56, a 40 degree difference in (T)urbine (I)nlet (T)emperature increases engine life like 40%. Huge, for 5-10kts of true.

EDIT: Wtf @Derg, I can't abbreviate Turbine Inlet Temperature? :D
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Its the autonanny. I'll have to adjust it.
 
NewYorkophile said:
I'd guess the bigger cost impact is turbine life at the higher ITT. Does either manufacturer publish research data on engine wear/use?

For our T-56, a 40 degree difference in (T)urbine (I)nlet (T)emperature increases engine life like 40%. Huge, for 5-10kts of true.

EDIT: Wtf @Derg, I can't abbreviate Turbine Inlet Temperature? :D
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Yes, but you won't see it in line operations.
 
I'll assure you nobody at a regional gives a crap about ITT. At XJT most flew around at the barber poll with the occasional over speed warning. Most couldn't even tell you what ITT was in cruise, as long as the plane didn't " ding" all was good.
 
Baronman said:
I'll assure you nobody at a regional gives a crap about ITT. At XJT most flew around at the barber poll with the occasional over speed warning. Most couldn't even tell you what ITT was in cruise, as long as the plane didn't " ding" all was good.
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"If you ain't clackin', you're slackin'."

Or, my favorite from the 145 series, "High Steve. High Steve."
 
Derg said:
We use "target gate arrival" times and TCI/"Tactical Cost Index".

If you target gate arrival time is between 1202Z and 1213Z, you'll adjust your cost index to values corresponding to "TCI FAST", "TCI SLOW", "TCI NONE" in order to get into the window.

I don't know, I hate being late because ultimately, I'm going to start a chain reaction that's going to screw up my commute or my layover.
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We started doing that and I friggin love it. Get the speed off the ACARS (tells you why as well), plug it into the FMS to make sure the fuel burn is good to go, sit back and relax. Takes the guessing out of it all.

Plus it has educated a few of the "ermahgerd, lets go fast everywhere" crowd to show that going .82 on our stage lengths gets you in a couple of minutes early but burns a crap ton more gas. You save more time making the first turnoff on most runways.
 
Which is why just because you get there early doesn't necessarily mean there's going to be a gate for you. And now Speed McQueen is bitchy because he's got to sit out on the…. TARMAC… and wait.
 
Screaming_Emu said:
We started doing that and I friggin love it. Get the speed off the ACARS (tells you why as well), plug it into the FMS to make sure the fuel burn is good to go, sit back and relax. Takes the guessing out of it all.

Plus it has educated a few of the "ermahgerd, lets go fast everywhere" crowd to show that going .82 on our stage lengths gets you in a couple of minutes early but burns a crap ton more gas. You save more time making the first turnoff on most runways.
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We bill mainline by the block hour.

If you are flying too fast (except when schedule integrity or recovery is concerned: fastest practical is quite appropriate when late or when other operational considerations exist) you are (1) going to gum up the operation by being too early, (2) shorting the Company on their money, which eventually (3) shorts you.
 
Autothrust Blue said:
We bill mainline by the block hour.

If you are flying too fast (except when schedule integrity or recovery is concerned: fastest practical is quite appropriate when late or when other operational considerations exist) you are (1) going to gum up the operation by being too early, (2) shorting the Company on their money, which eventually (3) shorts you.
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Truth or "rumot"?
 
Autothrust Blue said:
We bill mainline by the block hour.

If you are flying too fast (except when schedule integrity or recovery is concerned: fastest practical is quite appropriate when late or when other operational considerations exist) you are (1) going to gum up the operation by being too early, (2) shorting the Company on their money, which eventually (3) shorts you.
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Truth. Also, WE (meaning the Mormon Air Force) get paid historical credit or better. We start flying slower, historical credits will creep closer to scheduled block. I hate captains that bitch about money this and money that, then they taxi at the speed of sound and fly at the speed of light.
 
B767 said:
Truth. Also, WE (meaning the Mormon Air Force) get paid historical credit or better. We start flying slower, historical credits will creep closer to scheduled block. I hate captains that bitch about money this and money that, then they taxi at the speed of sound and fly at the speed of light.
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I mostly don't pay attention to the historical block numbers, as (1) when I was on the Brasilia, you just flew whatever speed was appropriate and the difference was about 30 seconds a leg and (2) on this airplane, we're using the NF block determination method, so it doesn't matter much neither.
 
ClarkGriswold said:
Welcome to LAX, where you wait for a gate when you're early, on time or late.
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Yeah, T5 is almost inadequate.

It seemed to me that except for a few regrettable times in the summertime, I didn't wait to get parked much on the Bro, since for the most part we only ever parked Brasilias at Brasilia gates.
 
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