CRJ-200 Sim Advice

[cbattags1]

Any advise on flying the CRJ-200 Sim is much appreciated.

 

[14RF SUX]

Brace your elbows on the armrests and control pitch with your wrist and fingertips. Pitch oscillations should be minimized.

But then again, I suck.

14RF SUX

 

[Puck Mugger]

Brace your elbows on the armrests and control pitch with your wrist and fingertips. Pitch oscillations should be minimized.

But then again, I suck.

14RF SUX

Go forward really fast. If anything gets in your way....

Turn.

 

[Drill Sgt. Dad]

study the profiles and fly the profile and use the autopilot as much as you can. The sims are very sensitive.

 

[shamrock]

Go forward really fast. If anything gets in your way....

Turn.

That's a real shame when folks be throwin' away a perfectly good white boy like that.

Classic.


And as for the RJ sim, follow Drill Sgt. Dad's advice.

 

[matthewjohn]

very easy to fly. as stated use the AP as much as possible till you get comfortable than definitly on the check (the examiner will turn it off if you are not spposed to use it) On steep turns keep the top of the triangle on the 2 1/2 degree mark (if not that than the 5 - it has been a while) and they will be perfect.

 

[SBD]

That's a real shame when folks be throwin' away a perfectly good white boy like that.

Classic.

Funny Ish!

 

[~~~^~~~]

When you go missed for the first time it is difficult to get used to the amount of nose up pitch you get as the jet accelerates and the airplane pitches up looking for equilibrium.

As the airplane accelerates you will need a bunch of nose down trim. The aircraft is very sensitive in roll, but actually a dog in pitch. On take off, you will start commanding nose down pitch trim probably before you can get the autopilot on. If you don't have the sim trimmed, the autopilot will disengage and then you really pitch up.

The elevator does not have the pitch authority to perform a loop, or even hold the nose up in inverted flight (not that you will be practicing your Bob Hoover routine in the sim, but if you do acro in the box you need about 360IAS and 13,000 feet to loop the thing) In the real world the tail and the wings would be several miles from the crash site.

In the real world, it is not uncommon to see the pitch trim near the nose down limit when you are near MMO/VMO.

 

[Stifler's Mom]

Answer any and all incoming cell phone calls.

 

[Tarzan]

Don't ask why. Just do what you are told. Too many guys have been sunk by their own need to know why. You'll understand the BS later.

 

[Soverytired]

Two words:

CHAIR FLY

 

[ex j-41]

Any advise on flying the CRJ-200 Sim is much appreciated.

I am impressed, you don't have CRJ listed under your profile. Keep this up and you will make it to the line.

Good Luck....

Best advice i can give is to know the profiles inside and out. Expect the next step. If you are waiting for the next callout then you will fly through training.

 

[mcjohn]

Don't ask why. Just do what you are told. Too many guys have been sunk by their own need to know why. You'll understand the BS later.

Ain't that the truth. Applies to much of the ground school and all of the sim training.

An example of me learning this concept the hard way:
"Well I thought that if I did this then it would...."
"Come on man! You're not supposed to think right now. Just do what you are told!"

Another thing you don't want to hear:
"We don't make excuses. Understood?"

The more moments you have like this the closer you are to making a training dept list you don't want to be on.

I learned to lay low and the importance of the "keep it simple stupid" concept (k.i.s.s.) It will improve your focus and confidence to shut up and not think about things too much.

Alright, who wants to give some good advice on maneuvering stalls. That one can be a royal pain in the ass to nail with very little or no altitude loss in the CRJ sim.

 

[adisk811]

dont crash

 

[#%&@$!]

Position the armrests so you can lock your elbows against them. Very important for steep turns. 2 degrees nose up pitch for roll in and out of turn, 2.5 degrees pitch up in the turn.

Stalls - The CRJ has enough power to recover without any altitude loss. The trick is to memorize the profiles and callouts well, then figure out the necessaary elevator back pressure to stay in the flight director. Too little and you will lose more than the requisite 100' in recovery, too much and you will enter a secondary stall followed by stick pusher and the ragdoll oscillation phenomenon. Just right and you may or may not get the stick shaker, if so don't freak out, but don't let it get ANY slower.

On V1 cuts, you will start to veer towards the dead engine. If you rotate while veering you will strike a wing tip and crash. You must take off in a forward slip where the correct amount of rudder is that which alligns you with the centerline. You don't have to return to the centerline, just get parallel with it before you rotate. After you break ground adjust rudder pressure to center the ball and make sure to keep it centered for every speed, power, or config change.

On landings you will usually have 8-10 knots of crosswind programmed in, but unlike the real world it won't kick in until you're 100' agl. You have to anticipate it.

There are 3 types of V1 cuts, a flameout, a thrust reverser deploy, and a fire/severe damage scenario. Its important to recognize which failure you're dealing with, not only because the memory items and checklists are different, but because the aircraft performance is different. A flameout results in single engine climb performance, no big deal, it actually gives you more time to deal with the correct procedures for each climb segment. A thrust reverser deployment is next to zero climb performance, a bigger deal, managing V2 and coordinantion is critical. An engine fire usually is the highest workload, because you have to put out the fire while maintaining situational awareness of your climb segments and config changes.

You will have a profile for a missed approach and a profile for a V1 engine fire. You may or may not have a profile for an engine fire at the moment you go missed but you will be required to do them simultaneously, daunting if you're not prepared, perfectly manageable if you are.

The CRJ is very easy to fly when things are going right. In the sim everything is going wrong and Crew Coordination is paramount. You and your partner must both be well prepared and choreographed. When I did my 1900 FO to CRJ FO transition I was prepared but the guy next to me who was doing the 1900 CA to CRJ CA transition was not. It wasn't pretty. Unlikely, but if you have a problem with either your partner or your instructor make sure you speak up.

 

[crxpilot]

Its all a computer game. Once you know what inputs give the result desired, just keep doing it and its a piece of cake!

 

[Soverytired]

Ain't that the truth.
Alright, who wants to give some good advice on maneuvering stalls. That one can be a royal pain in the ass to nail with very little or no altitude loss in the CRJ sim.

1. Max power means MAX POWER. Firewall those bad boys and let the non-flying pilot worry about limitations. And do it the second you get the slightest tremor in the yoke.

2. Get the thing rolled out before sync-ing the heading bug.

3. Fly those command bars like your life depends on it. Getting behind them right before the stall means you'll probably "jerk" it up right before the stall, making it harder to recover. HINT: the autopilot does this better than you, use it!

(If you're in the Alaska CRJ700 sim in SEA, all bets are off. A 700 stall should be a piece of cake, but I'll be damned if I could ever recover w/o losing 100+feet and hitting the yoke stop in that P.O.S.)

 

[mcjohn]

Hmm..interesting. We weren't allowed to kick on the autopilot until we had the altitude stable again. Heading sync and heading mode were called after the whole positive rate flaps 8 gear up thing so you fly with no command bars for a little. Also the autopilot had to be turned off before passing down through the Vref speed bug, call flight director off, and turn into the 20 degree bank. This is maneuvering stall not landing or clean.

The hardest part for me was staying on the edge of the stick shaker for the recovery and not letting the nose drop especially while reaching to throw in max thrust.

That reminds me. Some good sim advice - keep your seat in a very forward position to avoid having the the yoke dip on reaching for max thrust. I was in one of the CAE CRJ200 sims down in Charlotte and the idea was to hold around a 5 degree nose up pitch throughout the recovery.

 

[NEDude]

Go forward really fast. If anything gets in your way....

Turn.

That's a real shame when folks be throwin' away a perfectly good white boy like that.

"He snorts nasal spray? Know where I can score some?"

"I want my two dollars!"

 

[WSurf]

Answer any and all incoming cell phone calls.

Dont forget to bring your sim instructor a fresh copy of that days USA Today(make sure Life section with puzzle is included)!