Operation Manual Part 1

Aerosoft – Digital Aviation
CRJ-700 CRJ-900
AOM PART 1
AIRCRAFT GENERAL / IN FSX
VOL
1
1-1-42
1 August 2017
an altitude minimum of 4’000 ft and a speed of maximum 185 kts, because of tight turns on the entry to the
DME (Distance Measurement Equipment) arc and the final 90° turn on ILS localizer (LOC), requires a good
control of the aircraft. Therefore, you need to reduce speed to 200 kts and flaps 1° and 185 kts with flaps 8° is
necessary. A simpler arrival can be done by using vectors, i.e. outbound VOR/DME GROSTENQUIN GTQ 111.25
MHz set in NAV1 and descending to 4’000 ft. at 10.4 NM before VOR/DME Basel MULHOUSE BLM 117.45 MHz
set in NAV2 and once close to BLM switch to standby ILS/DME MH 111.55 MHz on NAV 1.
FINAL APPROACH DIREC TION RWY 15
The maximum required 185 kts at 4’000 ft can be flown with flaps 8° and normally we fly around 180 kts to
have a little margin to the maximum speed. We capture the glideslope at 9.5 NM distance and 4’000 ft. We
keep 180 kts and select flaps 20°. 6NM before the threshold we drop the gear and reduce speed further.
Consequently flaps 30° and 45° are set so that we achieve landing configuration at 1’000 ft above runway
elevation and the speed should read V
Ref
+ 5 = 139 kts. Typically, you need about 58% N
1
power. Running the
“Before Landing Checklists” and switching off the autopilot when we are cleared to land.
LANDING
During the last 1’000 ft., we are concentrated on keeping the speed and the correct position in reference to
the flight director (FD) indication. If the deviation from the ILS LOC/GS happens to be more that 1 dot, the
landing must be aborted and the above discussed Missed Approach Procedure (MAP) must be executed.
Crosswind influences must be equalized precisely and with strong headwinds the value for Vref needs to be
increased by half the headwind. This is done to increase the safety margin.
At 50 ft. above runway – well indicated at the RA display – we pull the thrust lever to idle and reduce the
vertical speed with a soft pull on the yoke. Once the main wheels have touched the ground, the spoilers are
automatically deployed and the pilot pulls the throttle into reverse position. Drop the nose softly to get the
front wheel on ground and only then use wheel brakes for further speed reduction. At 70 kts you cut reversers
by setting the throttle lever back to idle position and take the next exit left to your parking position. Crossing
the hold line, you configure the aircraft for taxiing to position:
• Landing lights to off, taxi light remains on
• Strobes to off
• Flaps to be retracted
• Transponder set on “Standby”
• Probes heat to off
• Depending on gate or apron position and local prescription we may switch on the APU to assure air
conditioning and electric supplies once we switch off the engines
• Turning into position we switch off the taxi lights (danger of blinding ground personnel)
PARKING AND SECURING THE AIRCRAFT
After arrival at the parking position:
• Parking brakes set to on
• Cut the engines
• Fuel pumps switched off
• Seatbelt signs switched off
• NAV lights stay typically on
• Beacon set to off
• Nose wheel steering to off
De-boarding of passengers and recording of flight data