Na u gotta make the Sukhoi SuperJet 100 really nice aircraft. 

I would love an E-Jet series, but have to agree with Ryan on this. CRJ series would make more sense since it can be found all over the world. I'm torn though, I love the E-190/95's, but partial to a CRJ-700/900 as well.

 

 

My personal pick for a regional jet if we did it would be the CRJ series - those things are everywhere in the real world and we have a member of our dev team who flies them. I do not think it's likely we'll be doing one though.

I second this. It's long overdue.

Not sure at all that this thread will change PMDG's product strategy.

 

I'm fine with the current offers of EMB jets (the 175/195 package in particular).

 

A second, slowly moving development for those CRJ's has started already.

 

I'd rather see PMDG fill some gaps in the aircraft lineup for FSX, than iterating one of those RJ's.

As I said, there's no real chance that we're actually going to do an RJ. We already know what we're doing for the foreseeable future.

I agree that CRJs are far better for the passengers than the ERJs.

 

The E-jets on the other hand, are a delight to fly on. Very silent, with big windows and great seat spacing on standard config. It seems they are closer competitors to smaller Boeings and Airbuses than other RJs.

 

As for the simulation side I don't know if Embraer would be as friendly on supplying data as Boeing has been. I'm Brazilian and as I applied for some job spots on Embraer I saw that it has many faces, with very different types of thinking depending on the area.

I've had far better actual passenger experiences on the CRJ though - the 135/145 are so tiny and loud. I was on a 145XR for close to 3 hours two months ago - that should not be legal lol.

 

I've done this too... KIAH - KRIC (both ways).  Loooong time to be on that aircraft.

As I said, there's no real chance that we're actually going to do an RJ. We already know what we're doing for the foreseeable future.

 

 

The community is taking care of PMDG's unforeseeable future ...   ;-)

The community is taking care of PMDG's unforeseeable future ...   ;-)

 

Good one  :lol:  :Applause:

As a ramper I hated the CRJ, the E135/145 was a far superior plane for rampers especially with its 90* nose gear limit vs the CR7's stupid 70* degree limit. Also plugging in the gpu for CRJ's are no fun with a wet ramp.

 

No idea what you're talking about.  The "stupid 70 degree limit" is made worse by the airline/operator.  When I worked for IDE, we avoided the issue by disconnecting the linkages.  Some operators do not allow the rampies to disconnect the torque links, so then you're stuck with the limit.  Either way, I never really got into a situation where I needed to press those limits (even when I worked with operators not allowing the links to be disconnected), and I would push with both the Lektro (hated 'em) and tug/towbar.

 

The ERJ was a pain in the rear because of the ridiculous slope in the bag bin, which was also usually littered with permanent ballast and a tangled cargo net.  The E-Jets were not much better with low clearance, the requirement of rolling stairs if parked at a "normal" RJ gate (same for stairless ERJs - I'm looking at your ExpressJet and Chautauqua), and the most awkward door net possible.  Having to use a converter for your GPU was also a pain, despite the plug being slightly easier to handle and work with.

 

The CRJ bag bin allowed me to stand up (mostly, anyway), had a flat floor making stacking super easy, and no ridiculous cargo net requirements.  The GPUs didn't require a converter.  Chocking the mains was slightly more of a pain, however.

 

 

 

I've had far better actual passenger experiences on the CRJ though - the 135/145 are so tiny and loud. I was on a 145XR for close to 3 hours two months ago - that should not be legal lol.

 

Agreed.  You think Robert will cave for a CRJ if you pepper his email with old shots of ACA CRJ days?  I might have some left.

(Joking, of course)

 

I definitely agree, though, that they're everywhere.

From a market perspective, a plane from the E-series or a CRJ would be a wise decision as they are popular aircraft. Considering the fact that PMDG has good relations with Boeing it would be wise to make either a 737-3/4/500, 757 or 767 (all of these are popular aircraft that people see at their home airports). The only other option would be to go Airbus.

 

 

good relations with Boeing

 

Competition wise, I think that Boeing would be butt-hurt with PMDG if they go talk to Airbus. But. I don't see any problems with Bombardier or Embraer since they really don't/can't compete with aircraft such as A's and B's bigger aircraft (bigger than the 737/A320 family).

 Either way, I never really got into a situation where I needed to press those limits (even when I worked with operators not allowing the links to be disconnected), and I would push with both the Lektro (hated 'em) and tug/towbar.

 

If you ever push out of G2A at ORD you will  pretty much use every degree of the ERJ's 90 limit multiple times and for that reason they never ever send a CRJ to that gate, that is a crazy gate to go out of but I love the Lektro since they are much easier to use than towbars the only thing I hated about them was the throttle set up since you had to use your hand instead of your foot. We can flip the steering disconnect switch on the ERJ but its up to the pilots on the CR7.

 

 

 

The ERJ was a pain in the rear because of the ridiculous slope in the bag bin, which was also usually littered with permanent ballast and a tangled cargo net.

 

The bin is a bit tight but we do not use ballast unless its needed and the nets are crammed in a corner unless the weights call for their use but the door is a bit bigger than the CRJ so that makes it a bit easier to load awkward items and the fact that its so low to the ground makes it easy to toss in a last second bag and close the door net without having to lift the belt loader. 

 

 

 

The E-Jets were not much better with low clearance, the requirement of rolling stairs if parked at a "normal" RJ gate (same for stairless ERJs - I'm looking at your ExpressJet and Chautauqua),

 

We use jetbridges at all of our gates so that's not an issue for our station, every one of our ERJ's were stairless which was nice. 

 

 

 

 Having to use a converter for your GPU was also a pain, despite the plug being slightly easier to handle and work with.

 

Non issue for us as well, we had cables on the jetbridge for both aircraft type and our carts were equipped for both aircrat as well.

 

 

The CRJ bag bin allowed me to stand up (mostly, anyway), had a flat floor making stacking super easy, and no ridiculous cargo net requirements.

 

Yea the bigger bin in the CR7 is nice and I hated to use the ERJ's cargo nets as well but usually the smaller ERJ means less bags  ^_^

 

 

 

Chocking the mains was slightly more of a pain, however.

 

It was not an issue for either aircraft but then again we only chock the nose gear.

The bin is a bit tight but we do not use ballast unless its needed

 

Are there giant rubber slabs fixed to the floor?  Just about every single ERJ from Chautauqua has them.  I'm not talking about the sandbags most rampies are used to.

 

 

 

We use jetbridges at all of our gates so that's not an issue for our station, every one of our ERJ's were stairless which was nice.

 

IAD had jetbridges available for them, but the [i'll save my choice words for this person] gate scheduler had no idea what [he/she] was doing, and would constantly put CRJs (of various sizes) at the jetbridges, and place some E-Jets and stairless ERJs in the wrong spots (A gates with the E-Jets, and C gates with the stairless ERJs).  I understand the need to schedule short hops between the gates, but some of the schedulers did just fine, while one or two liked to just fill spots in the schedule with whatever they could.

 

 

 

Non issue for us as well, we had cables on the jetbridge for both aircraft type and our carts were equipped for both aircrat as well.

 

Wall-mounts and bridges at IAD are 6 pin.  Perfect for any normal aircraft.  A pain when you have SLAABs and ERJs (not even sure what the Dash 8 is - they moved in after I left).  Some of the carts have both 6 and 3 pin.  Finding one that worked, however...

 

 

It was not an issue for either aircraft but then again we only chock the nose gear.

 

I'm pretty sure we were required to do two when I worked for the UAX ground op at IAD.  I definitely remember walking under a turning prop to retrieve some chocks from a CJC SLAAB.

 

I think IDE was one for the turn and two/three for overnights, but I'm now trying to recall 7 year old information.  I know I have all my old IDE in a box somewhere, though.

Are there giant rubber slabs fixed to the floor?  Just about every single ERJ from Chautauqua has them.  I'm not talking about the sandbags most rampies are used to.

 

Nope, they are stored in a dedicated bag cart and I've never seen them in the bin of an arrival either because the bins were usually full but we used the rubber slabs and not sandbags, they also had to be stamped with our logo and the weight.

 

 

 

IAD had jetbridges available for them, but the [i'll save my choice words for this person] gate scheduler had no idea what [he/she] was doing, and would constantly put CRJs (of various sizes) at the jetbridges, and place some E-Jets and stairless ERJs in the wrong spots (A gates with the E-Jets, and C gates with the stairless ERJs).  I understand the need to schedule short hops between the gates, but some of the schedulers did just fine, while one or two liked to just fill spots in the schedule with whatever they could.

 

Our gates got random aircraft as well except for G2A which is always an ERJ but I think our jetbridges could handle anything since the G concourse used to belong to our mainline counterpart way back in the day. 

 

 

 

Wall-mounts and bridges at IAD are 6 pin.  Some of the carts have both 6 and 3 pin.  Perfect for any normal aircraft.  A pain when you have SLAABs and ERJs (not even sure what the Dash 8 is - they moved in after I left).

 

Yep we had both the 6 and 3 pins at all jetbridges, not sure what the ATR uses since they are kept south, but sometimes I wondered if the 6 pins could have been shaved thinner since its a struggle to shove the stupid thing into the CR7's port at times (which is on the wrong side of the aircraft to being with), the ERJ's plug just slides right in and you don't have to drag the heavy cable under the plane.

 

 

 

m pretty sure we were required to do two when I worked for the UAX ground op at IAD.  I definitely remember walking under a turning prop to retrieve some chocks from a CJC SLAAB.

 

I think IDE was one for the turn and two/three for overnights, but I'm now trying to recall 7 year old information.  I know I have all my old IDE in a box somewhere, though.

 

I'll try to dig up my materials as well but we only used the nose gear chocks on all flights including over nighting aircraft.