Air Canada News:
Air Canada’s first Embraer 190 enters service. Last Thursday, our first two Embraer 190s (Fins 301 and 302) were welcomed into our North American fleet. Last night, Fin 302 entered active service as it departed on its inaugural flight from Ottawa to Orlando. With the arrival of E190s in our fleet, Air Canada has become the first North American airline to operate two Embraer E-Jet models – the E175 and E190.
As additional E190s join the fleet, they will be used primarily in key Canada-U.S. transborder markets, including: Toronto-Boston, Toronto-Newark, Toronto-LaGuardia, Calgary-New York (JFK), Ottawa-Fort Lauderdale, Ottawa-Orlando and Montreal-Denver, as well as such domestic routes as: Toronto-Kelowna, Toronto-St. John’s, NFLD, Montreal-Edmonton and Montreal-Calgary. The E175 currently operates: Toronto-Washington, D.C. (Reagan National Airport), Toronto-Atlanta, Toronto-Boston, Toronto-Newark, Montreal-LaGuardia and Montreal-Chicago.
Air Canada’s first Embraer 190 enters service
Moderators: lilfssister, North Shore, sky's the limit, sepia, Sulako, I WAS Birddog
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duplicate2
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Jaques Strappe
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Jaques Strappe
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Rubberbiscuit
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duplicate2
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Jaques Strappe
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JS, just curious what that airplane is like to fly. I have heard both good and bad things about it. On the good side I heard that airplane litterally sips gas, is relatively light for its size. On the bad side I heard the APU's are unreliable as well as a high number of delays for maint issues. Just curious what you think of it!!
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Jaques Strappe
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Whipline
It is not without its' issues, The 190 weighs about 110,000 lbs which is actually heavier than the DC9. It flys higher, faster and much farther than the DC9 did. I haven't had any problems or seen any snags about the APU however the APU does not have automatic fire protection on the ground, so you can't leave it running then walk off the airplane. This can be a real nuisance.
I hate the Ram Horns, pain in the ass landing in a cross wind with them, the Airbus side stick is by far the most natural feel for me, anyway.
The Vnav is unlike anything I have seen. When people ask when do we start decent? I usually respond with, " when Mickey has one hand on the 12 and the other on the six." It uses a pilot input Flight Path Angle for its' decent profile. Sort of like following a glideslope. It becomes convoluted when you want an idle decent and have speed and altitude constraints all over the place. However, the MFD has a nice live picture of your vertical profile. The flight director is presented as a flight path vector. For anyone who has flown an Airbus, it is like flying with "the Bird". Works better than a regular flight director but takes some getting used to.
It has more automation than the Airbus, it even turns on the anti ice systems automatically when it detects ice.
Overall, I like it and it has been reliable but there have also been issues that quite frankly don't surprise me. To be honest, I can't believe TC certified it with some of the issues, mostly lack of performance data but Embraer has been working to get these things resolved.
The Electronic Flight Bag is a joke, Laptops do not belong in flight decks. Any EFB should be integrated into the panel but this is an Air Canada issue.
Is it as good as an Airbus or Boeing product? Not in my opinion as a pilot anyway but I am sure the bean counters see it differently.
It is not without its' issues, The 190 weighs about 110,000 lbs which is actually heavier than the DC9. It flys higher, faster and much farther than the DC9 did. I haven't had any problems or seen any snags about the APU however the APU does not have automatic fire protection on the ground, so you can't leave it running then walk off the airplane. This can be a real nuisance.
I hate the Ram Horns, pain in the ass landing in a cross wind with them, the Airbus side stick is by far the most natural feel for me, anyway.
The Vnav is unlike anything I have seen. When people ask when do we start decent? I usually respond with, " when Mickey has one hand on the 12 and the other on the six." It uses a pilot input Flight Path Angle for its' decent profile. Sort of like following a glideslope. It becomes convoluted when you want an idle decent and have speed and altitude constraints all over the place. However, the MFD has a nice live picture of your vertical profile. The flight director is presented as a flight path vector. For anyone who has flown an Airbus, it is like flying with "the Bird". Works better than a regular flight director but takes some getting used to.
It has more automation than the Airbus, it even turns on the anti ice systems automatically when it detects ice.
Overall, I like it and it has been reliable but there have also been issues that quite frankly don't surprise me. To be honest, I can't believe TC certified it with some of the issues, mostly lack of performance data but Embraer has been working to get these things resolved.
The Electronic Flight Bag is a joke, Laptops do not belong in flight decks. Any EFB should be integrated into the panel but this is an Air Canada issue.
Is it as good as an Airbus or Boeing product? Not in my opinion as a pilot anyway but I am sure the bean counters see it differently.
Standby for new atis message
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sprucemonkey
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duplicate2
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