I stand corrected, what's it like to fly the ERJ-140/145?

bunk22

bunk22

Well-Known Member
There's that old saying, live by the gouge, die by the gouge. Actually, not sure that applies here but my bud at Republic was wrong, he thought the E-170 was going to be the offer (he knew someone who knew someone :)) . Anyway, I was offered either the Q400 or E145 so took the 145. I'm a bit of a jet snob now...2200 of my 3000 hours was in turbo-props so I lean jet now. Anyway, this jet I know is tiny so I assume the cockpit is tiny.
 
The Bad:

It's loud. REALLY LOUD. Wear the David Clark's or something with an equal amount of noise canceling.

In gusty conditions the AP will disconnect at the worst possible moment. Enjoy.

The FMS isn't anything to write home about.

It is, in my opinion, unstable at ref with flaps 45. I hate flaps 45.

The aforementioned yoke came off a bicycle.

The Good:

It's reasonably automated, and the automation works pretty well most of the time.

You can be at 12,000' and 320 knots in the downwind abeam the numbers and turn inside the marker, easily stabilized by 1,000'. Take all the thrust and add some drag to the brick and it falls out of the sky.
 
jtrain609 said:
The Bad:

It's loud. REALLY LOUD. Wear the David Clark's or something with an equal amount of noise canceling.

In gusty conditions the AP will disconnect at the worst possible moment. Enjoy.

The FMS isn't anything to write home about.

It is, in my opinion, unstable at ref with flaps 45. I hate flaps 45.

The aforementioned yoke came off a bicycle.

The Good:

It's reasonably automated, and the automation works pretty well most of the time.

You can be at 12,000' and 320 knots in the downwind abeam the numbers and turn inside the marker, easily stabilized by 1,000'. Take all the thrust and add some drag to the brick and it falls out of the sky.
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What about the motors? Thrust?
 
It out climbs the CRJ-200, but that isn't saying much. We climb slow, at Mach .65, but that'll get you 1,000 FPM almost all the time up to your cruise altitude. They're FADEC, so you don't have to think too much about starting them or blowing them up. I'd say the aircraft is adequately powered.
 
BobDDuck said:
I've got nothing to add because I know nothing about the 145.

That said, congrats on the job.
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I've been in the PSA pilot pool for 5 months now? No email, no call :( Even odd with Republic as the day I went to the interview, it was very confusing. They said we were interviewing only for Republic that day, it would be the E170 or Q400. Then I get a call, it's for Chautauqua, Q400 or E145 but of course I'm so new to all this, I don't know how it works.
 
jtrain609 said:
It out climbs the CRJ-200, but that isn't saying much. We climb slow, at Mach .65, but that'll get you 1,000 FPM almost all the time up to your cruise altitude. They're FADEC, so you don't have to think too much about starting them or blowing them up. I'd say the aircraft is adequately powered.
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Sounds like the performance of a T-45C Goshawk...we are a bit underpowered and slow to climb, especially above 20k.
 
bunk22 said:
I've been in the PSA pilot pool for 5 months now? No email, no call :(
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That's pretty normal for the operation here. They don't treat pilots (potential or active on the seniority list) like assets. I'd guess a lot of places are like that but seeing it first hand is kind of depressing. I think we are going to have a real problem staffing the place because of that mindset, but hey, that's not my problem.

Going to Repubshuttlaque is probably a better bet for you as their bases are more spread out (and rapidly growing) so your commute will have a lot more options.
 
True and what's good, no training contract....in case, United or someone were to call. I'm having my doubts now though.
 
bunk22 said:
There's that old saying, live by the gouge, die by the gouge. Actually, not sure that applies here but my bud at Republic was wrong, he thought the E-170 was going to be the offer (he knew someone who knew someone :)) . Anyway, I was offered either the Q400 or E145 so took the 145. I'm a bit of a jet snob now...2200 of my 3000 hours was in turbo-props so I lean jet now. Anyway, this jet I know is tiny so I assume the cockpit is tiny.
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Deeper cockpit than the Brasilia (what a difference a few inches can make). 6'5 and found it reasonably comfortable for an airplane that size.

Has a place for your flight kit, and cup holders.

Relay boxes are up front so you can hear stuff happening.

Not huge on performance (135 and, apparently, the 145XR have vaguely jet-like climb rates but the straight 145 is a little anemic).

Automatic anti-icing system. Works good, lasts long time.

Keep your knees close to the control column, especially when the other guy is doing a crosswind landing or churning butter.

In and dark, up and down on the overhead.

Turn the shed busses to override before single engine taxi at night, otherwise Captains will complain about the taxi light going out (seriously, Embraer...).

Make sure you get the gust lock (electromechanical one) fully disengaged before you go thundering down the runway, otherwise, you might have a bad time.

FADECs are cool.

Wear a headset. A good headset. Same windshield as the Bro, going a LOT faster.

Chimes too much.

Deselect ground power BEFORE the ramp yanks it. Speaking of the ramp, the mic to the tug operator is hot any time your wafer switch is in HOT. Watch what you say. ("See us next week again for Stupid Stuff Pilots Say!")
 
BobDDuck said:
That's pretty normal for the operation here. They don't treat pilots (potential or active on the seniority list) like assets. I'd guess a lot of places are like that but seeing it first hand is kind of depressing. I think we are going to have a real problem staffing the place because of that mindset, but hey, that's not my problem.

Going to Repubshuttlaque is probably a better bet for you as their bases are more spread out (and rapidly growing) so your commute will have a lot more options.
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How's life at PSA?
 
Autothrust Blue said:
Wear a headset. A good headset. Same windshield as the Bro, going a LOT faster.
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Is this an aircraft that would require a TSO headset?

I know some airlines requires a TSO headset but from what I gather it comes down to how the aircraft is equipped up front.
 
I happen to love the ERJ-145 and don't have much to add to what has already been said. I will leave you with a "technique" for nice landings out on the line-not the sim.

Trim up to +6 on the approach and leave just a little power in the flare. You won't need to flare much at all, just a little. With a little practice you can grease it on a majority of the time.
 
I like the 170/175 much better than the 145, mostly because of QOL reasons. I average about 2-3 legs a day in the 170 but I usually flew about 4-6 legs a day in the 145. The 135 and 140 have a nice power to weight but the 145 can be really sluggish in the summer with a full load and sometimes you can't even carry a full load with a jump on the longer hauls (with more fuel). It's a fun plane but personally I would take the Q if I was in your shoes because they are only about halfway done staffing them and you will shoot up the list much faster. Junior base at CHQ is LGA and SDF. At any rate, congrats on the job!
 
I have no idea how any of this works so it was on the whim, and being tired of turbo props, that I took the E140/145.
 
Maurus said:
Is this an aircraft that would require a TSO headset?

I know some airlines requires a TSO headset but from what I gather it comes down to how the aircraft is equipped up front.
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The aircraft doesn't. Or at least the Volume II didn't say anything special about it.

A certain large operator with domiciles in LAX ORD SJU DFW MIA NYC requires TSO'd headsets though.
 
bunk22 said:
I have no idea how any of this works so it was on the whim, and being tired of turbo props, that I took the E140/145.
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I hear ya. I'm probably biased since I've never flown a turbo prop I've always been a little curious. I will probably take the Q when it's time to upgrade (assuming I'm still around). The one nice thing about the Jet over the Q is the pressurization system is a little better so you will fly at a slightly lower cabin altitude which can make you less fatigued after a long day.
 
I flew 1709 hours in the Thunder Pig...err....COD. Each motor was 4,600shp so it was seemingly not short on power but I lost a motor at 100'AGL, in hot humid weather, empty, and it was pure pig. Certainly used to fatigued days flying that damn thing.

COD_zpsdbf0e17b.jpg
 
Wait for a 170? No SJS here but having flown both, and somewhat up to date on the future of the CHQ maybe a 2 weekish wait for the next wait might be advisable.... Your only way out is to upgrade or displacement from the 145. If you are happy with a 145 then more power to yah!
 
kaudbron said:
Wait for a 170? No SJS here but having flown both, and somewhat up to date on the future of the CHQ maybe a 2 weekish wait for the next wait might be advisable.... Your only way out is to upgrade or displacement from the 145. If you are happy with a 145 then more power to yah!
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Don't ever, ever pass up a class date in hopes that you'll be on X equipment instead of Y, unless the situation on Y is just not workable.

Ever.

Convince yourself of this before continuing.


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