Operation Manual Part 1

Aerosoft – Digital Aviation

CRJ-700 CRJ-900

AOM PART 1

AIRCRAFT GENERAL / IN FSX

VOL

1-1-32

1 August 2017

APPENDIX 1: TRANSITIONING TO THE BOMBARDIER CRJ700 AND 900

(By Alexander Metzger)

For those simulator pilots who transition from larger airliners, like an Airbus 320 or a Boeing 737, we would

like to provide you with important information on the specific differences flying the Canadair Regional Jet

(CRJ).

The aim of the development team was to properly transpose the real plane into a simulation that is enjoyable

to beginners and advanced simulation pilots. This document is focused on the differences of the CRJ700 and

CRJ900 in comparison to other airlines you may be familiar with. We encourage you to read the other manuals

so that you will be familiar with the cockpit and the systems that have been simulated at a very high level of

detail.

GEOMETRY

On the first look from outside, it is obvious that the CRJ has been realized with a different concept of engine

arrangement in the back of the aircraft. As engines are relatively heavy, consequently the wing position, about

the fuselage length, is also much more rearward, to assure that the centre of gravity of the empty or fully

loaded aircraft is within the limits of the wing chord to assure a stable flight behaviour.

Loading the aircraft properly is therefore vital for sufficient control of the elevator which has less of an arm for

pitch control than on a classical arrangement. Please refer to the trim tables to be properly trimmed for take-

off depending on weight and centre of gravity index.

The big advantage of positioning the engines at the rear end of the fuselage is a lighter wing construction – no

need to carry the heavy engines – and having the whole surface and shape available to produce the required

lift in respect to aircraft weight. This wing is optimized for high speeds and supported by slats and flaps for the

slower flying regime during take-off and approach/landing.

There is also a very noticeable difference while flying an aircraft with that engine arrangement when applying

power changes. On the CRJ the engine thrust is pushing at a position higher than the centre of gravity and

above the wing. This results in a pitch down moment when increasing power and consequently a pitch up

moment when pulling engine levers to idle. While in cruise, the autopilot would eliminate this with trim

commands, it is specifically important to bear this in mind during the final landing phase, especially the flare

onto the runway. You need very little pull on the yoke when you slow the descent and retard the engines

before touch down.

Do not retard the engines to idle 50 ft. or even higher, as this will lead to a pitch up of the CRJ and fast loss of

speed too high above the runway and requires a corrective nose down push to avoid a hard landing.

Opposite to the landing, the full power during take-off pushes the nose down and you need pull the yoke

substantially to initiate the rotation. The pitch down attitude, characteristic for these two planes while on

ground, is not helping either to get airborne. Therefore, pull firmly, rotate with about 3°/s to 15-18° pitch and

trim for the initial climb speed.

A specialty of the CRJ is its automatic trim movement when flying manually and extending or retracting flaps

between the positions UP-1-8-20°. This automatic trim travel supports the pilot hand-flying the aircraft when

there is a need to compensate the impact from changing flaps configuration with intense lift changes that

require pitch control.