Operation Manual Part 1

Aerosoft – Digital Aviation
CRJ-700 CRJ-900
AOM PART 1
AIRCRAFT GENERAL / IN FSX
VOL
1
1-1-33
1 August 2017
SYSTEMS
Regional jets are typically doing many flights per day and so does the crew. Bombardier has therefore
automated many systems to release the pilots from routine procedures. Examples are the two button only
start-up of the APU with automatic bleed air assignment. Similar the main engines single button start-up and
thereafter fully controlled by the Full Authority Digital Engine Control (FADEC) system.
Fixed throttle detents for the take-off and climb help setting the correct power for these conditions of flight.
On the other hand, the CRJs do not have an auto-throttle system and therefore the pilot flying needs to
manage power in cruise and descent. It also has only advisory vertical navigation (VNAV) capability and
therefore decent planning is in the pilots hand and experience.
In return, there is no need to worry about switching bleed air for controlling cabin pressure or during anti-ice
operations. But due to the smaller engines, the loss of power from using bleed air for heating the wings
leading edge is more noticeable than on a larger aircraft. The climb performance is significantly reduced
despite the setting for N
1
targets are a bit higher.
Further, do not be surprised by the increase of N
1
and consequent thrust increase during a descent with idle
power when switching on anti-ice. The engines need to turn faster to maintain cabin pressure while hot air
from the turbine is deviated and guided to the engine cowlings and wing leading edges. This can ruin your
planned descent path by picking up more speed and requiring lower rates of descent and it is better to
anticipate icing early in the planning of the descent schedule than being forced to use spoilers to obtain
required rate of descent and not exceeding speed limits.
The two screens in the centre of the panel provide you with a wealth of information on system status, error
awareness or alerts. They also have dedicated screens for the controls and the monitoring role of the pilots
during the start-up of the systems all the way to the engines. We have modelled these pages with great care
and realism. Details can be found in the provided systems documentation and also in the tutorial flights.
FLIGHT CHARACTERISTICS
Beyond the above-mentioned specifics of a tail driven aircraft, the CRJ is very stable in flight with easy roll and
pitch response in the speed range that may be typically flown by hand.
At cruise speed the response is very direct and minimal yoke input is required. The lower weights versus the
bigger aircraft you may know make it also more receptive to air turbulence.
In the lower range of the speed band, the controls are becoming less sensitive, but remain more on the
sportive side as it is a light aircraft with significant less inertia on roll versus an aircraft with wing mounted
engines.
Due to the slats and efficient flaps, you typically have a high margin to stall speed and that enables low landing
speeds and short runways. Pitch attitude during descent and on final is often negative and becoming slightly
positive at reference speed providing a good forward view.
As soon as pitch establishes around +2° during the approach, it is time to select the next flaps setting.
The landing gear has very little drag and hardly any pitch effect. Slats and flaps shall be used to slow down the
aircraft and the flight spoiler may assist when you have left little time to adjust speed – but don’t expect
miracles from them, especially on the CRJ900.
In flare, level pitch will not cause a nose gear first touchdown as it is shorter than the main gear. The low wing
has a significant ground effect and the CRJ tends to float forever if you come in just a bit too fast for the