contrails15 From United States of America, joined Oct 2008, 1181 posts, RR: 0 Posted (1 year 9 months 2 days 16 hours ago) and read 7070 times:
I work for an airline where almost half of our fleet is the E190 and after discussions on the constant mx problems that seems to plague our fleet I'd like to get opinions of the aircraft from those that work on it, fly it and ground load it. Since we've obtained these planes they've been nothing but a headache for all involved. So much so, they we've nicknamed them the 180 because as soon as you push them out they come right back. I should tell you I'm a ground handler but work on them on a daily basis for about 5 or so years now so even though I'm not getting a steady stream of the mx problems per say, I'm still having my flight delayed due to the problems. Its put a real strain on our route planing with the constant problems they seem to cause. One of our tech guys told me that one of the problems is that they don't perform well in cold climate areas. Hydraulic problems seem to be a cause of the mx problems as well as cpu issues. So what am I getting at here? I just wanna get some feed back on what some of you think about the aircraft, especially those that have it in your airlines.
longhauler From Canada, joined Mar 2004, 4571 posts, RR: 36 Reply 1, posted (1 year 9 months 2 days 15 hours ago) and read 7041 times:
When the E175/E190 were introduced into the AC fleet, dispatch reliability was a huge issue. But, that is the case with any new aircraft. I was around when we first got the A320s, (yes I am that old!) and it was not much different with that aircraft. The biggest difference with the A320 was that there were 3 very high profile crashes of the A320, and passengers didn't trust it!
Once people got used to the E175/E190, and its quirks were learned, things settled down. Today, its maintenance dispatch reliability is about the same as the A320 series. There is however, a marked passenger preference for the E175/E190 over other narrow body aircraft for Economy passengers, due to the comfortable cabin layout.
The E175/E190 is great at non-precision approaches. (Common in Canada). Whereby the autopilot and flight directors can be left on to 50 feet, vice the A320 where both have to be disconnected and shut off at minima!
Never gonna grow up, never gonna slow down .... Barefoot Blue Jean Night
redrooster3 From United States of America, joined Oct 2010, 222 posts, RR: 2 Reply 2, posted (1 year 9 months 2 days 3 hours ago) and read 6840 times:
I did in fact talk to JB pilots, and they, can say that the E190 has MX problems, I know they canceled some E190's back in October I believe due to the problems, which I don't blame JB for doing. So you're not the only one with problems.
cotparampguy From United States of America, joined Jul 2008, 216 posts, RR: 0 Reply 6, posted (1 year 9 months 1 hour ago) and read 6282 times:
I cannot stand the E190. There are so many ground loading issues and MX issues with that plane that every time I see a tail number that would make it an E190, I cringe. Yesterday we had 3 E190s take MX delays at the same time. All over 2+ hours and one plane left 6 hours late. On the ramp side, the bins have way too much webbing and are a pain to put up. Loading the aircraft can be tough (especially flights going to NAS or SDQ) because of the 2 inch gap, not to mention all of the damn grates hanging down for the fire detection equipment. Another thing I've noticed is the bin lining is very fragile, there are always metal pieces or even the anti skid floor broken in places and pointing up.
B6JFKH81 From United States of America, joined Mar 2006, 2809 posts, RR: 7 Reply 7, posted (1 year 8 months 4 weeks 1 day 11 hours ago) and read 6097 times:
Quoting gigneil (Reply 5): I would say since the reliability has improved everywhere but B6 it certainly sounds as if B6 is doing it wrong.
Considering B6 has the oldest E190's out there, they are always going to experience the issues first as the fleet ages in hours and cycles. That's the burden of being the first customer to operate a new aircraft. It's not that they are doing it wrong, it's more of an issue of being the first to experience problems, then working with Embraer and the OEMs to rectify the problems through mods and SBs and whatnot.
"If you do not learn from history, you are doomed to repeat it"
bond007 From United States of America, joined Mar 2005, 5247 posts, RR: 8 Reply 8, posted (1 year 8 months 4 weeks 1 day 10 hours ago) and read 6065 times:
Quoting longhauler (Reply 1): There is however, a marked passenger preference for the E175/E190 over other narrow body aircraft for Economy passengers, due to the comfortable cabin layout.
Yes, I can confirm that as a passenger. I have been flying around 6hrs/week on the E190, and would much prefer this over an RJ type. Nice cabin, seats, legroom etc. but that's only B6 so cannot comment on other airlines.
I'd rather be on the ground wishing I was in the air, than in the air wishing I was on the ground!
drerx7 From United States of America, joined Jun 2000, 4966 posts, RR: 8 Reply 9, posted (1 year 8 months 4 weeks 1 day 7 hours ago) and read 5988 times:
The E190 is a great bird, as is the E170/175, I have flown the 190 on US and on B6 and I love em. I'm actually surprised to hear these comments about their reliability - the must be like my SL500 super handling and comfortable...but don't be caught without a warranty
pilotpip From United States of America, joined Sep 2003, 3121 posts, RR: 11 Reply 10, posted (1 year 8 months 4 weeks 1 day 4 hours ago) and read 5900 times:
I fly the 170/175 for a large E-jet operator. We also have 190s. Our dispatch reliability is on par or better than any other aircraft. They had their troubles at first but I can't remember the last time I had a cancellation for mx. So far this year I've logged about 250 hours and have about 4000 in the aircraft.
airportugal310 From United States of America, joined Apr 2004, 3332 posts, RR: 2 Reply 11, posted (1 year 8 months 4 weeks 1 day 2 hours ago) and read 5857 times:
Quoting bond007 (Reply 8): Yes, I can confirm that as a passenger. I have been flying around 6hrs/week on the E190, and would much prefer this over an RJ type. Nice cabin, seats, legroom etc. but that's only B6 so cannot comment on other airlines.
Same here...prefer it over the A320 flights all the time. From time to time on my Florida flights with B6, I will be on an E190 and know that the flight itself will be a comfy one. Especially since you only have to jump over one person to get to a restroom if you are at the window!
happy-flier From Canada, joined Dec 1999, 298 posts, RR: 0 Reply 12, posted (1 year 8 months 4 weeks 1 hour ago) and read 5611 times:
I can only comment as a passenger - and I absolutely love it. Comfortable 4x4 layout (you're never in a "middle" seat); cozy cabin; very nice smooth flying characteristics; just a really cute overall design. I love the look of the E190 on the tarmac and in the air.
Passenger-level usability is pretty important for an airline to consider in the big picture.
Different people have different views, but as far as mine go, I am a fan of this a/c.
May the wind be always at your back . . . except during takeoff & landing.
daviation From United States of America, joined Sep 2008, 506 posts, RR: 2 Reply 13, posted (1 year 8 months 3 weeks 6 days 16 hours ago) and read 5530 times:
I can only comment as a passenger, but I love the E-190 and look forward to every flight. For a regional jet, it is extremely comfortable, I don't have to slouch to stand up in the aisle, and the banks of two seats are very comfortable. This is JetBlue, of course, with comfortable leg room but I have only good things to say about the aircraft.
Flighty From United States of America, joined Apr 2007, 7965 posts, RR: 3 Reply 14, posted (1 year 8 months 3 weeks 6 days 13 hours ago) and read 5482 times:
I heard (as a passenger) that the cockpit CPUs literally are not certified to boot below 20 degrees or whatever the typical hard disk operating temperature is (do they have hard disks?). So, you need to preheat the interior so the computers can run. Or, not.
It's not the CPU that's the problem.... The 170's and 190's do not like the cold weather. Powering it up for the first flight of the day requires warming up the hydraulics. When it's below 32 deg F, the PCU's power up test fails due to skydrol being thick and does not pass the internal leakage test.
The way to get it to pass is to warm up the hyd fluid 30 mims before departure on the first flight of the day by turning all the pumps on and moving the yokes around warming up the fluid in the lines until they reach the temp outlined in the cold weather ops SB from Embraer.
Not only that, also the electronics in the MAU's are sensitive and they get fried easy requiring replacement and uploading the software to recognize the new cards which is time consuming.
The 170's and 190's takes a good while to power up from cold and dark cockpit. Can't touch the yokes or it will fail the flight control power up test.
I don't like the electronics on this plane....Honeywell designed and set up the avionics layout and I despie them.
bennator From Singapore, joined Mar 2012, 31 posts, RR: 0 Reply 23, posted (1 year 8 months 3 weeks 3 days 21 hours ago) and read 4792 times:
On AE as well there are some misaligned rows, I was in 2A yesterday, and had to bend forward to look out the window. But, of course, the 2x2 seating is nice, and I can fully stand up in the aisle (unlike on an ERJ-145), making this the "perfect" small plane.
longhauler From Canada, joined Mar 2004, 4571 posts, RR: 36 Reply 24, posted (1 year 8 months 3 weeks 3 days 11 hours ago) and read 4656 times:
Quoting Flighty (Reply 14): I heard (as a passenger) that the cockpit CPUs literally are not certified to boot below 20 degrees or whatever the typical hard disk operating temperature is (do they have hard disks?). So, you need to preheat the interior so the computers can run. Or, not.
During Transport Canada certification, I took an E175 to Frobisher Bay, where it was -55C. Let the ship cold soak for 24 hours, then started it up! (I was one of the AC project pilots for the E175/E190 introduction).
The only issues as noted above are with hydraulics. And it is not that the PCUs are frozen, (the aircraft flies in colder temperatures than that!), it is the TEST of the PCUs that doesn't work well in cold temperatures. So again as noted above, in temps colder than -10C, we have a hydraulic "warm up" in the SOPs.
Once the new aircraft glitches had been ironed out, it settled down just like the rest of the fleet. I am one of the project pilots for the introduction of the B787 into AC, and I am expecting the same issues when that aircraft comes along!
Never gonna grow up, never gonna slow down .... Barefoot Blue Jean Night
25 lightsaber: Out of curiosity, is that temperature typical in commercial aircraft. The 'knee in the curve' for hydraulic fluid viscosity is at about 20F (-5C). I
26 zipsy: From a pax view,I love the E-Jets.Very comfy inside and plenty of legroom,also very pretty looking.I have a friend who works with them and he also say