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Price Of The EMB-145  
User currently offlineDsa From , joined Dec 1969, posts, RR:
Posted (9 years 4 months 1 week 5 days 10 hours ago) and read 5534 times:

Hi

Anyone know the price of the EMB-145

18 replies: All unread, jump to last
 
User currently offlineAntiuser From Italy, joined May 2004, 657 posts, RR: 1
Reply 1, posted (9 years 4 months 1 week 5 days 9 hours ago) and read 5507 times:

Base price is $15.5 Mil.


Azzurri Campioni del Mondo!
User currently offlineDsa From , joined Dec 1969, posts, RR:
Reply 2, posted (9 years 4 months 1 week 5 days 9 hours ago) and read 5482 times:

Thanks

Does anyone knoe the price of the EMb 135


User currently offlineEMBTucano From Brazil, joined Feb 2004, 246 posts, RR: 1
Reply 3, posted (9 years 4 months 1 week 5 days 8 hours ago) and read 5422 times:

Quoting Dsa (Thread starter):
Anyone know the price of the EMB-145

Why? going shopping ?  biggrin 



---- Use GNU/LINUX and be free! ----
User currently offlineDsa From , joined Dec 1969, posts, RR:
Reply 4, posted (9 years 4 months 1 week 5 days 7 hours ago) and read 5402 times:

Yes as a matter of fact I am

User currently offlineEMBPR From United States of America, joined Nov 2004, 17 posts, RR: 0
Reply 5, posted (9 years 4 months 1 week 5 days 7 hours ago) and read 5390 times:

Actually, list price for the ERJ 145, if that is what you seek, is closer now to $20M. The ERJ 135 is a bit over $15M. You do refer to the EMB 145 which is the designation for our military versions of the ERJ. These are list prices.

User currently offlineEMBTucano From Brazil, joined Feb 2004, 246 posts, RR: 1
Reply 6, posted (9 years 4 months 1 week 5 days 7 hours ago) and read 5385 times:

Quoting Dsa (Reply 4):
Yes as a matter of fact I am

Just playing mate!!

Cheers!



---- Use GNU/LINUX and be free! ----
User currently offlineLegacy135 From Switzerland, joined May 2005, 1052 posts, RR: 26
Reply 7, posted (9 years 4 months 1 week 5 days 7 hours ago) and read 5385 times:

I just know the "Flagship" the E135BJ Legacy Executive with a 13 PAX deluxe interior, having AE3007E engines, giving 8800lbs of thrust going FL410 and Mach 0.8 and having a range of 3250 nautical miles. You also get the satcom, a double set of Honeywell FMZ2000, 2 IRS, 1 HF and finally 4 pilots jacket, a bunch of Embraer T-Shirts, some pens and a plastic model. All this goes for 21.6 Millions list. For the Espresso machine they charge 17'ooo $ extra and if you think it will work as well as one you buy in any hardware store for 195.- $ then you are wrong. Until today we got 8 (!!!) exchanges by warranty.

User currently offlineJpetekYXMD80 From United States of America, joined Jul 2003, 4390 posts, RR: 27
Reply 8, posted (9 years 4 months 1 week 5 days 7 hours ago) and read 5348 times:

Quoting Dsa (Reply 4):
Yes as a matter of fact I am

HAHAHA  Wink



The Best Care in the Air, 1984-2009
User currently offlineB742 From United Kingdom, joined Mar 2005, 3768 posts, RR: 19
Reply 9, posted (9 years 4 months 1 week 5 days 6 hours ago) and read 5302 times:

What's the difference in price between the ERJ-145, 145LR and 145XR?

Rob!


User currently offlineLegacy135 From Switzerland, joined May 2005, 1052 posts, RR: 26
Reply 10, posted (9 years 4 months 1 week 5 days 5 hours ago) and read 5266 times:

Quoting B742 (Reply 9):
What's the difference in price between the ERJ-145, 145LR and 145XR?

there is not much between the ERJ-145 and the LR. I have to search my flight safety book before I can give you a correct answer. But the differences are minor, its mainly thrust rating and weights.

The XR has quite a couple of changes and was developed on request of Continental Express. The normal 145 has a speed restriction of 240 Knots below 8,000 ft. This does not apply to the XR. The fact that the Embraer 145XR can fly at 300 knots under 8,000 ft and the other Embraer 135/145 cannot is explained by a difference in design between these two aircraft types.
The Embraer 145XR wing stubs, empennage and various fuselage frames, skin and stringers have received structural reinforcements, like increased thickness and even material changes, which makes it a sturdier bird. There is a service bulletin for the XR, which modifies the ADC's, the horizontal stabilizer control unit (HSCU) and ISIS wirings, in order to allow the aircraft to fly at these higher speeds, but this could only be done thanks to the structural improvements. There is also a new PPG windscreen on the XR. The normal ERJ's are not certified for 300 knots under 8,000 ft because they don't have the above mentioned structural reinforcements and other modifications. To do so, the aircraft would have to undergo a full certification campaign.
Then the XR does also carry more fuel. The most obvious from the outside to recognize are the winglets. The XR got the Legacy's winglets on and looks quite sharp. As it was obvioulsy not requested by CoEx, the XR is not CAT II certified, meanwhile all the other ERJ's and the Legacy's have this as an standard. Fitted with a head up display they would even go CAT III, not so the XR. But as I know Embraer, if you call them and place an order for an CAT III XR, they will certify it for you.


User currently offlineLoggat From United States of America, joined Feb 2000, 666 posts, RR: 0
Reply 11, posted (9 years 4 months 1 week 5 days 4 hours ago) and read 5214 times:

I fly the LR and EP versions, both of which are limited to 250kts below 8000ft. It seems strange that there would be structural beefing of the XR to allow 300kts below 8000ft when the plane was introduced for a US carrier that is limited to 250kts below 10000ft anyway. Does this "250kt below 10000ft" limit apply in Mexico or Canada?


There are 3 types of people in this world, those that can count, and those that can't.
User currently offlineLegacy135 From Switzerland, joined May 2005, 1052 posts, RR: 26
Reply 12, posted (9 years 4 months 1 week 5 days 4 hours ago) and read 5196 times:

Quoting Loggat (Reply 11):
I fly the LR and EP versions, both of which are limited to 250kts below 8000ft. It seems strange that there would be structural beefing of the XR to allow 300kts below 8000ft when the plane was introduced for a US carrier that is limited to 250kts below 10000ft anyway. Does this "250kt below 10000ft" limit apply in Mexico or Canada?

The 250 kts limit below 10'000 ft or FL100 for Europe is correct and widely used. Nevertheless it is often a theoretical value as controllers ask pilots to go faster. Did you fly another aircraft before the ERJ's? I flew a G100 before and have been asked in the US very often to go faster, specially in terminal areas of high traffic load like MIA, IAH, NYC, PHL etc. Here in Europe it's mainly Paris who likes us as fast as possible with the result that the ERJ's fly the turboprop routes.
I actually didn't know about the beefed up structure of the XR either until a couple of days ago. I knew that the XR is faster on CoEx request and asked Embraer if we could get the Legacy faster by STC. Parts of the answer is quoted in my previous message, so it's coming right from São José dos Campos.
What I don't know either, if the XR can go 320 till sea level or 300. As the normal ERJ is 250 KIAS below 10'000 ft but the Flight Guidance System gives us in the profiles only 240 KIAS, I could imagine that the XR is 320 KIAS but by programmed profiles 300 KIAS. Maybe you could ask once your CoEx colleagues. I would be interested as well.
Have a safe flight and blue skies  Wink

Kind rgds Legacy135


User currently offlineVector From Brazil, joined Apr 2000, 214 posts, RR: 8
Reply 13, posted (9 years 4 months 1 week 5 days 4 hours ago) and read 5155 times:

Hi,

Just to correct one little part of your message..

"The XR got the Legacy's winglets on and looks quite sharp"...

Well the XR winglets are different from those intalled on the Legacy. Different in terms of shape, materials, construction and installations methods.

regards
Vector


User currently offlineLoggat From United States of America, joined Feb 2000, 666 posts, RR: 0
Reply 14, posted (9 years 4 months 1 week 5 days 3 hours ago) and read 5099 times:

Quoting Legacy135 (Reply 12):
What I don't know either, if the XR can go 320 till sea level or 300. As the normal ERJ is 250 KIAS below 10'000 ft but the Flight Guidance System gives us in the profiles only 240 KIAS, I could imagine that the XR is 320 KIAS but by programmed profiles 300 KIAS. Maybe you could ask once your CoEx colleagues. I would be interested as well.

I don't work for CoEx, so have no information on the XR beyond what I learn on these boards. If you are talking about the FLC climb profiles, they are programmed for 240KIAS below 10000, 270/.56 above that. Those aren't really limits, just the installed profiles. I usually climb in pitch mode thru 10000' manually, and then go VS mode 1000-1200 FPM above that with the AP on. I will see if anyone at work knows the speed limit changes on the XR by chance.

Loggat

P.S. Have not flown anything faster than an ERJ, and have never actually heard anyone being asked to go faster than 250kts below 10000. I don't doubt that it happens though.



There are 3 types of people in this world, those that can count, and those that can't.
User currently offlineTornado82 From , joined Dec 1969, posts, RR:
Reply 15, posted (9 years 4 months 1 week 4 days 22 hours ago) and read 5036 times:

Quoting Legacy135 (Reply 7):
You also get the satcom, a double set of Honeywell FMZ2000, 2 IRS, 1 HF and finally 4 pilots jacket, a bunch of Embraer T-Shirts, some pens and a plastic model


Just a rumor I heard, but if you don't take the T-shirts, nor the plastic model it becomes $21 million even.  Wink

With the debate about the CRJ accident (which I won't get into here) and now I see the Legacy can go up to FL410 while the other ERJ's are all FL370... can the Legacy actually climb to and maintain FL410 in anything beyond a ferry flight???

I know the ERJ-145's can make FL370 no sweat. I was on a US-Exp. (CHQ??) one PIT-SBN (not an empty seat in the house either) that went up that high to get over some storms once, and I often times see the CoEx XR's going FL370 on routes like IAH-PIT, OKC-EWR, etc. I wish we could get one IAH-ABE now!


User currently offlineFlyXJT From United States of America, joined Jan 2004, 130 posts, RR: 1
Reply 16, posted (9 years 4 months 1 week 4 days 22 hours ago) and read 4993 times:

Quoting Legacy135 (Reply 10):
As it was obvioulsy not requested by CoEx, the XR is not CAT II certified

All ExpressJet crews and aircraft are CAT II certified, including the XR.

As far as FLC profiles, the XR is at M.60 and the 135ER/LR and 145ER/LR are both M.65.

Hope this helps


pw


User currently offlineLegacy135 From Switzerland, joined May 2005, 1052 posts, RR: 26
Reply 17, posted (9 years 4 months 1 week 4 days 20 hours ago) and read 4961 times:

Quoting Tornado82 (Reply 15):
With the debate about the CRJ accident (which I won't get into here) and now I see the Legacy can go up to FL410 while the other ERJ's are all FL370... can the Legacy actually climb to and maintain FL410 in anything beyond a ferry flight???

The Legacy was initially FL390. This it does very well, even at max take off weight. At ISA you can expect it to be up there in 27 minutes what is quite good. Anything longer than one hour we routinely cruise it either FL380 or FL390.
The certification for FL410 they just gained finally. Aircrafts S/N 625 and later can be upgraded by STC, the older ones not at the moment. I don't think that you could climb it right up at MTOM, I think you need to step climb to FL390 and go on to FL410 then after maybe 2 hours. As the plane wasn't originally built for that altitudes the performance gain in fuel economy is expected minor. It is more another flexibility to avoid weather on longer legs. Finally the operators in Russia were pushing for that as in the metric system they faced as top odd level FL 11000meters what is FL364. Now they can make it 12100 meters which is FL397. The upgrade of an aircraft is very expensive. For the moment it looks like 300'000.- $ for parts and 1'500 manhours. The main issue that makes it expensive is the rudder that is going to be reinforced. The rest is more software upgrade with pressurization control, FADEC etc.
Bye the way, the S/N of the Legacy are always quite low in regard to the ERJ's. The thing is that they take an airframe from the ERJ assembly and make it a Legacy. The ERJ takes something like 4 1/2 months to build, the Legacy about one year. This mainly for the interior what is much more complex in a BJ. So when we got our, which is S/N 644 they delivered a 145 the same day, which was S/N 789.

Quoting FlyXJT (Reply 16):
All ExpressJet crews and aircraft are CAT II certified, including the XR.

Sorry about this, I got it from Aero Chain where Embraer has it specifications on. But it doesn't wonder me, the time we got the Legacy it wasn't CATII either according to them, but we had it certified CATII and flew it CATII.

For those of you who like one more profile, the Legacy's got 240/290/M.65
and I guess we shall see even more of them coming  Wink
So, I need to go flying, have a good day guys,

Kind regards Legacy135


User currently offlineDsa From , joined Dec 1969, posts, RR:
Reply 18, posted (9 years 4 months 1 week 4 days 10 hours ago) and read 4857 times:

Quoting Dsa (Reply 4):
Yes as a matter of fact I am



Quoting JpetekYXMD80 (Reply 8):
HAHAHA

I thought so too!!!


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