hstrasbe From United States of America, joined Nov 2011, 2 posts, RR: 0 Posted (4 months 3 weeks 3 days 17 hours ago) and read 4468 times:
How is the cabin pressure on the ERJ-135 and ERJ-145? My ears have a hard time with the CRJ. They seem to be better on the ERJ-170, but I have never tried the ERJ-135 or ERJ-145. Would the pressure on the ERJ-135/145 be expected to be better, worse or the same as the CRJ?
AA737-823 From United States of America, joined Mar 2000, 5547 posts, RR: 11 Reply 1, posted (4 months 3 weeks 3 days 4 hours ago) and read 4297 times:
Air pressure is air pressure. The "pressure" itself is whatever it is.
The difference between aircraft is in how gently the controller adjusts the rate of climb or descent.
I've always found the 737 to be more gentle on my ears than the CRJ or the ERJ. And I've further found the 757 to be more gentle than the 737.
Acey559 From United States of America, joined Jan 2007, 1455 posts, RR: 2 Reply 4, posted (3 months 1 week 2 days 15 hours ago) and read 2054 times:
Not sure if this will help any at all but max cabin pressure differential on the -135/-145 is 7.8psi with a max cabin altitude of 8,000 feet. Of course if you're on a shorter flight you'll be at a lower altitude so the cabin will be lower and so will the pressure differential. I guess I've gotten used to the pressurization because it doesn't bother me much if at all anymore. It also depends on how aggressive the pilots are in their descents. I like to keep mine shallow because it's more comfortable but that's not always possible. I can't speak for the -175s or the CRJ series but I hope that helps a little bit.
pilotpip From United States of America, joined Sep 2003, 3119 posts, RR: 11 Reply 5, posted (3 months 1 week 1 day 8 hours ago) and read 1859 times:
Same on the 170/190. 7.8psi to 37,000ft then 8.34psi to 41,000 to maintain an 8,000ft cabin. The system is a little more automated on the ejet but I don't know if it makes a difference. Can't really point to the engines either because they areCF-34 variants that are close to the cr7 and 9.
During which phase of flight are your ears having a problem with the CRJ? In the climb or descent?
I've noticed problems with ear discomfort in the cabin descent on a CRJ, but none on an EMB-135/145.
On the Canadair, after takeoff the pressurization controller is supposed to maintain departure field pressure until 10 minutes after takeoff, to allow for returns to field, but in practice, the controller pressurizes the cabin aggressively for landing field elevation when the thrust levers pulled back from TO detent to the CLB detent. It's not a problem when the landing field elevation is higher than takeoff elevation, the cabin remains at departure field elevation. But if the landing elevation is lower than takeoff, the cabin starts pressurizing toward the lower field elevation immediately. As the climb continues, the cabin rate reverses and climbs to where it needs to be for cruise.
I've noticed the transition from takeoff power to climb power as the hardest part of the pressurization schedule in terms of discomfort in the ears. So when the landing elevation is less than departure elevation, I don't set the landing elevation in the pressurization controller until the aircraft has reached cruise altitude to preclude the cabin from descending to landing field elevation after takeoff. (Of course it does suck if you forget to set the landing elevation before descent, especially when the aircraft catches the cabin in the descent.)
During descent, the cabin pressure descent rate seems to descend at a constant rate unaffected by the actual aircraft descent rate, whether the aircraft is descending at 1000ft/min or descending at 7500ft/min.
On an EMB-135/145, I haven't noticed the same problems with ear discomfort in any phase of flight, that I have on a CRJ when the cabin is descending.
[Edited 2013-09-15 07:31:29]
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