Aerosoft CRJ-700 Operation Manual Part 1

Aerosoft – Digital Aviation

CRJ-700 CRJ-900

AOM PART 1

AIRCRAFT GENERAL / IN FSX

VOL

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Rev #

Date

Author

Change

Version

001

09-Sep-2015

MK

Start of documentation

0.50

002

18-Sep-2015

MK

Alpha Candidate

0.90

003

18-Sep-2015

MK

Adding Manager details

0.91

004

21-Sep-2015

MK

Spellchecked and many small things changed

0.92

005

23-Sept-2015

MK

Dave tweaks / Tiller info added

0.93

006

29-Sept-2015

MK

Some tweaks suggested by client

0.94

007

02-Mar-2015

MK

Updated to latest state

0.95

008

26-Dec-2016

MK

Final tweaks

0.99

009

27-Dec-2016

MK

Closing the manuals

1.00

010

20-Apr-2017

MK

Changing section on DAVE

1.00

011

02-May-2017

MK

Adding state default

1.00

012

02-May-2017

MK

Adding FSUIPC calibration & RAAS

1.00

013

25-May-2017

MK

P3d V4 information added

1.00

On behalf of Authority

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TABLE OF CON TENTS

INTRODUCTION ..................................................................................................................................... 4

CREDITS................................................................................................................................................. 4

WHY WAS THIS PRODUCT SO DELAYED? .............................................................................................. 5

INSTALLING & REMOVING .................................................................................................................... 5

DOWNLOAD ...................................................................................................................................... 5

BOXED ............................................................................................................................................... 5

REMOVING ........................................................................................................................................ 5

FSX VERSUS P3D.................................................................................................................................... 6

COPYRIGHTS ......................................................................................................................................... 6

MANUALS ............................................................................................................................................. 6

CONTACT SUPPORT .............................................................................................................................. 7

NAVIGATION DATABASE ....................................................................................................................... 7

VERSION NUMBERS .......................................................................................................................... 7

AES & GSX ............................................................................................................................................. 7

FRANK, OUR AVATAR ............................................................................................................................ 8

THE CRJ ................................................................................................................................................. 9

BASIC FACTS ...................................................................................................................................... 9

THE CRJ IN FLIGHTSIM ........................................................................................................................ 10

LOADING THE CRJ ........................................................................................................................... 10

THE VIRTUAL COCKPIT OVERVIEW .................................................................................................. 11

OVERHEAD PANEL ........................................................................................................................... 12

GLARESHIELD / AUTOPILOT PANEL ................................................................................................. 13

WARNING / ANNUNCIATOR LIGHTS PILOTS SIDE ........................................................................ 13

AUTOPILOT PANEL ...................................................................................................................... 14

CENTER INSTRUMENT PANEL .......................................................................................................... 14

CAPTAINS INSTRUMENT PANELS .................................................................................................... 15

CAPTAIN SIDE CONTROL ................................................................................................................. 16

UPPER PEDESTAL............................................................................................................................. 17

LOWER PEDESTAL ........................................................................................................................... 18

NOSEWHEEL STEERING ....................................................................................................................... 19

PRE-DEFINED VIEWS ........................................................................................................................... 20

MCDU KEY INPUT ................................................................................................................................ 21

THROTTLE HOTKEYS ........................................................................................................................ 22

ADDITIONAL TOOLS / OPTIONS........................................................................................................... 22

SAVING AND LOADING A FLIGHT .................................................................................................... 22

USING PANEL STATES .................................................................................................................. 22

DAVE ............................................................................................................................................... 23

CHECKLISTS ................................................................................................................................. 23

FUEL PLANNER ............................................................................................................................ 24

V-SPEEDS .................................................................................................................................... 24

OPTIONS ..................................................................................................................................... 25

SERVICES / MAINTENANCE ......................................................................................................... 26

DOORS ........................................................................................................................................ 27

AIRCRAFT STATE ......................................................................................................................... 27

CRJ MANAGER ................................................................................................................................. 28

PASSENGERS & CREW ................................................................................................................. 28

PAYLOAD ..................................................................................................................................... 28

FLIGHT......................................................................................................................................... 28

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CONTROLS .................................................................................................................................. 30

COLORS ....................................................................................................................................... 30

FLIGHT MANAGEMENT SYSTEM ................................................................................................. 30

WEATHER RADAR PREFERENCE .................................................................................................. 30

MFD DEFAULT SETTINGS ............................................................................................................. 30

USELESS FEATURES…................................................................................................................... 30

SOUNDS ...................................................................................................................................... 30

LIVERY MANAGER ........................................................................................................................... 30

RAAS (RUNWAY AWARENESS AND ADVISORY SYSTEM) ................................................................. 31

APPENDIX 1: TRANSITIONING TO THE BOMBARDIER CRJ700 AND 900 .............................................. 32

GEOMETRY ...................................................................................................................................... 32

SYSTEMS ......................................................................................................................................... 33

FLIGHT CHARACTERISTICS ............................................................................................................... 33

AVIONICS AND FLIGHT MANAGEMENT SYSTEM (FMC) ................................................................... 34

APPENDIX 2: CRJ900 FLIGHT FROM DÜSSELDORF (DUS) TO BASEL (BSL) ........................................... 35

FLIGHT PLANNING ........................................................................................................................... 35

ROUTING ..................................................................................................................................... 35

WEATHER .................................................................................................................................... 35

WEIGHT AND FUEL ...................................................................................................................... 36

TAKE-OFF DATA .......................................................................................................................... 36

DEPARTURE FROM DUSSELDORF AIRPORT ..................................................................................... 37

AIRCRAFT PREPARATION ............................................................................................................ 37

ENGINE START AND PUSHBACK ON APRON POSITION ............................................................... 38

TAXIING TO RUNWAY 23L ........................................................................................................... 38

TAKE-OFF ON RWY 23L ............................................................................................................... 39

CLIMB AND CRUISE ..................................................................................................................... 40

ARRIVAL TO BASEL AIRPORT ........................................................................................................... 41

DEsCENT AND ENTRY INTO AIRPORT SPACE ............................................................................... 41

DESCENT CHECK .......................................................................................................................... 41

FINAL APPROACH DIRECTION RWY 15 ........................................................................................ 42

LANDING ..................................................................................................................................... 42

PARKING AND SECURING THE AIRCRAFT .................................................................................... 42

Relevant LIDO CHarts for flight 4u9712 EDDL-LFSB .................................................................... 43

APPENDIX 3: ROUTE SUGGESTIONS .................................................................................................... 47

APPENDIX 4: SPEED CONTROL AND AUTO THROTTLE......................................................................... 48

THROTTLES ...................................................................................................................................... 48

GLARESHIELD SPEED CONTROLS ..................................................................................................... 48

APPENDIX 5: FSUIPC THROTTLE CALIBRATION .................................................................................... 49

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INT R ODUCTION

Thank you very much for purchasing Digital Aviation & Aerosoft CRJ700/CRJ900 package. Development of the
package went through a lot of highs and lows. Thank you for bearing with us.

The CRJ is a typical regional jet to connect smaller airports or remote areas with the bigger hubs. Hence the
CRJ can get fast up to cruise altitude and stay there pretty long, but is not designed for world record cruise
speeds.

The CRJ’s history goes back into the 80’s, when first studies were made regarding options to create a regional
jet out of the Challenger 600 business jet. Near the end of the 80’s Lufthansa pushed the idea again and the

project was actually started in 1989 with the maiden flight in 1991 and certification in 1992: the CRJ100 was
born. The CRJ200 was developed later based on the CRJ100 and equipped with better engines. Both versions
carry 50 passengers.

When the CRJ700 was developed, the fuselage was stretched further to accommodate 70 passengers.
Accordingly, the wings needed to be modified, and furthermore new winglets and new engines were attached.
Its maiden flight was in May of 1999. On basis of the CRJ700 the CRJ900 was developed. The fuselage was
stretched again to accommodate 90 passengers.

The CRJ700 / 900 by Digital Aviation & Aerosoft comprises the CRJ700ER and CRJ900ER models with flight
dynamics modelled according the respective flight performance data and of course 3d representations as close
as possible in FS to the real thing. Accurate systems programming reflects behaviour of the real CRJ within
normal operations.

CREDITS

• Programming: Hans Hartmann (Digital Aviation)

• 3d Modelling, Texturing: Stefan Hoffmann (Aerosoft)

• Flight dynamics: Alexander Metzger (Digital Aviation)

• Sound: Turbine Sound Studios, Aerosoft

• Documentation: Ingo Voigt (Digital Aviation), Mathijs Kok, Alexander Metzger

• Project Management: Mathijs Kok (Aerosoft)

• Advisory pilots: Frank Docter, Colin Levy, Victor Mourao, Mitch Lucas,

Christian Haupt, Zach Woock, Elijah Hoyt

• Livery Manager: Hauke Fehr (Fehrware.de)

• Additional Liveries: Holger Sobl

• Video: Jeroen Doorman (Jerdoo)

• GSX Config files: Brandon Promeneur

The beta testers of this product deserve special mentioning. In this development, we experimented extensively
with involving them directly in the production, they often tested code minutes after it was written, gave
feedback and got new code almost immediate. Without them the product would not be where it is now.

We like to thank the following people for their patience and assistance: Daniel Desjardins, Emanuel Hagen,
Finn Jacobsen., Thomas Lindner, Matt Parker, Brandon Promeneur, Aku Ronkainen, Tobias Timm, Otto Schafer.

We are too late to thank Andreas Kraft as he passed away unexpectedly during this production. Let it be
known his assistance was very important.

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WHY WAS THIS PRODUCT SO DELAYED?

Normally not something that is part of a manual, but let’s be honest, this was the most delayed project we

ever managed. The delay was caused by underestimating the complexity. That caused the project to fall
behind the schedule.

Now fast forward a year (keep in mind these are projects that normally span 30 months) and we noticed that
what we considered state-of-the-art at the beginning was outdated and surpassed by many of our favorite
competitors. So, you start to make plans to catch up, throw out stuff that is old and make new and better
things. For example, the exterior of the aircraft was almost completely redone. But now you are not only
developing but also catching up and that is devastating to any major project. All the time pressure is building
and the project gets a bad reputation with management and customers. Not really the conditions that make a
project flourish.

There were times we thought it was better to drop the whole thing and take our loss. It was the kindness of
potential customers, who whacked trolls on the forum and told us to keep on working, that saved the project.
They have no idea how important they were at certain crucial moments.

In the end, it is the project manager who is responsible. Nobody else. So, blame the author (MK) of this text
and nobody else.

INSTALLING & REMOVING

Installing the product correctly is the first step to getting airborne. Please follow the steps below to avoid
problems.

DOWN LOAD

The downloaded file can be unpacked to any location on your system. We strongly recommend using these
steps to install:

1. Reboot your computer

2. Log in with administrative rights

3. Disable the anti-virus software temporary

4. Install the product

5. Enable the anti-virus software

6. Defragment your disk (NOT if you are using an SSD)

BOXE D

After inserting the DVD, the installer will start automatically (if not navigate to the DVD and start the
setup.exe). We strongly recommend using these steps to install:

1. Reboot your computer

2. Log in with administrative rights

3. Disable the anti-virus software temporary

4. Insert the DVD

5. Install the product

6. Enable the anti-virus software

7. Defragment your disk (NOT if you are using an SSD)

REM O VI NG

Never remove this product by manually removing the files but to use the Windows Software applet.

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FSX VERSUS P3D

This product follows the guidelines of Lockheed Martin for the installation in P3D. So where the main
installation path in FSX (SP2 and FSX:STEAM) will be FSX Main Folder\Aerosoft\Digital Aviation CRJ it will be
P3D Main Folder\Ecosystem\Aerosoft\ Digital Aviation CRJ in P3D. In this manual, we use the FSX path where
needed.

COPYRIGHTS

The manual, documentation, video images, software, and all the related materials are copyrighted and cannot
be copied, photocopied, translated or reduced to any electronic medium or machine legible form, neither
completely nor in part, without the previous written consent of AEROSOFT. THE SOFTWARE IS FURNISHED «AS
IS» AND IT DOES NOT COME FURNISHED WITH ANY GUARANTEE IMPLICIT OR EXPRESS. THE AUTHOR DECLINES
EVERY RESPONSIBILITY FOR CONTINGENT MALFUNCTIONS, DECELERATION, AND ANY DRAWBACK THAT
SHOULD ARISE, USING THIS SOFTWARE.

Copyright © 2017 AEROSOFT / Digital Aviation. All rights reserved. All trademarks and brand names are
trademarks or registered trademarks of the respective owners.

Copyrights are serious stuff. If you find any pirated copies of this software, please notify us at
[e-mail]. We will make sure reports of copyrights violation are rewarded.

Aerosoft GmbH
Lindberghring 12
D-33142 Büren, Germany

www.aerosoft.com

MANUALS

The documentation for the CRJ700 / CRJ900 comprises of several documents:

• Vol.1: AOM part I – General Information. You are reading this manual at the moment. Contains
information on installation, where to find support, manual structuring, some basic information on the
CRJ, a transition guide for experienced users, an introduction to loading the CRJ, the external model,
its cockpit, keyboard commands, tools coming along with the CRJ, and some flight suggestions apart
from the tutorial.

• Vol.2: Quick Reference Handbook, QRH. Contains information on procedures, limitations and aircraft
performance.

• Vol.3: Tutorial. Tutorial flight which takes you from Los Angeles to Monterey guiding you through a
flight from preparation to shut down.

• Vol.4: Normal Ops Checklist. Short checklists on two pages – for experienced pilots

• Vol.5: AOM part II - Systems Manual. Introduction and explanation on the CRJ’s systems.

• Vol.6: Flight Management System. Detailed description of the FMS.

You will find that we discuss the project in FSX a lot. If you are using Prepar3D V3 it should not be a problem
finding the same locations and settings. If there is a problem, just contact us and we’ll assist!

Also note that the readme.txt always contains the information on the latest updates. Before contacting
support do make sure you installed the latest version!

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CON T A CT SUPPORT

Support for this product is done by Aerosoft. We prefer to do support on the support forum for one simple
reason, it is fast and efficient because customers help customers when we are sleeping. It’s also the difference

between one support person reading the question and 500 people, some of why know a LOT about the
aircraft.

• CRJ Support Forums: http://forum.aerosoft.com/index.php?/forum/747-crj-700900/

• If you prefer support by email: https://aerosoft.zendesk.com/anonymous_requests/new

Please note that email support can be slow when things are busy (shortly after a major release form
example). We try to get back to you in 24 hours, but if you want an answer fast, got to the forums.

We feel strongly about support. Buying one of our products gives you the right to waste our time with
questions you feel might be silly. They are not. We supply support in English, German, Dutch, French, Spanish
and Portuguese.

NAVIGATION DATABASE

With this CRJ comes a complete copy of the NavDataPro navigation database. This database contains the May
2017 LIDO data and is the worlds most used navigation database in aircraft. The database is fully updateable;
check its product page on our websites: www.aerosoft-shop.com/products/navdatapro/navdatapro.html

The CRJ is fully compatible with the well-known Navigraph database. Although these databases come from a
different source and have some differences they are basically the same and you should not see any differences
between the two.

VER S I ON NUMBE RS

• The release version number will be 1.00.

• A service pack will show in the tens, 1.10 (first service pack) -> new full build

• A hotfix will show in in the hundreds 1.11 (first hotfix to be put on service pack 1)

When there are many hotfixes we will also make full new builds. If you are ever in doubt which version you
have, check the product.cfg that you can find in FSXMainFolder\Aerosoft\CRJ*.

AES & GSX

The configuration files for AES are standard installed in the aircraft folders.

The GSX configuration files are not standard installed because the folder for those files is not a standard folder
of Windows, FSX or the CRJ. You will find the GSX configuration files in the FSXMainFolder\aerosoft\Digital
Aviation CRJ folder. You must copy these to C:\Users\[User's Name]\AppData\Roaming\Virtuali\Airplanes.

A profile for EZDOK EZCA v2 can be found in FSXMainFolder\aerosoft\Digital Aviation CRJ

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FRANK, OUR AVATAR

If you are using PREPAR3D v3 you will be able to use Frank, our pilot, as the avatar (see the P3D v3
documentation about information on avatars). When selecting an aircraft, you can also select the
avatar to be loaded. You can load Frank with any aircraft btw. He is able to stand idle (duh..), walk,
run, stand to crouch, walk while crouching, crouch to stand, jump, swim and fall, all using the default
P3D v3 commands. To spawn the avatar, go to any external view and use the [shift]-[control]-[e]
command. You can then use the avatar to explore the scenery.

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THE CRJ

As we already considered the CRJ’s history during the introduction this chapter provides some basic facts on
the CRJ.

BASIC FACTS

CRJ700

CRJ900

Length

32,3 m

106 ft 1 in.

36,2 m

118 ft 11 in.

Wingspan

23,2 m

76 ft 3 in.

24,9 m

81 ft 7 in.

Height

7,6 m

24 ft 10 in.

7,5 m

24 ft 7 in

Dry Operating Weight

20‘290kg

44‘731lbs

22‘131kg

48‘790lbs

Maximum zero fuel
weight (MZFW)

28‘259kg

62‘300lbs

31‘751kg

70‘000lbs

Maximum Payload

8‘190kg

18‘055lbs

9‘907kg

21‘840lbs

Cargo Weight

2‘438kg

5‘375lbs

2‘756kg

6‘075lbs

Maximum Ramp Weight

34‘133kg

75‘250lbs

37‘735kg

82‘750lbs

Maximum take-off
weight (MTOW)

34‘019kg

75‘000lbs

37‘421kg

82‘500lbs

Maximum landing weight
(MLW)

30‘391kg

67‘000lbs

33‘340kg

73‘500lbs

Maximum Seat Capability

70

90

Maximum range

2‘553 km

1‘378 nm

2‘439 km

1‘317 nm

Max. Cruise Speed

473 kts

0.825 Mach

470 kts

0.82 Mach

Takeoff field length
(ISA, Sea Level, Max.
Takeoff Weight)

1‘605 m

5‘040 ft

1‘847 m

6‘060 ft

Landing field length
(ISA, Sea Level, Max.
Landing Weight)

1‘536 m

5‘040 ft

1‘603 m

5‘260 ft

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THE CRJ IN FLIGHTSIM

The following chapter describes how to load the CRJ700 or CRJ900 in your flight simulator, which animations
(like opening doors, cargo hatches) are available, a brief tour of the virtual cockpit with a short overview of
available panels and pre-defined views, closing with the concept of operation (i.e. how do switches,
pushbuttons, etc. work in your flight sim).

LOADI NG THE C R J

It’s important that your simulator is running with Administrative rights to

avoid problems. This is especially important when your simulator is
installed in the default location (Program Files). If you are not logged in
with administrative rights, you can still have the simulator running with
Administrative rights by right clicking and selecting [Run as administrator].

Before loading the CRJ we STRONGLY advise you to load one of the
default FSX aircraft with the engine running. This will avoid a load of
problems.

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THE VIRTUAL C OCKPIT OVER VIEW

To prevent pilots searching the entire cockpit for a certain knob, the entire cockpit is divided into several
logical panels. The following picture shows a view of the entire virtual cockpit and numbers indicate the
respective panels. Note that elements described in grey are not simulated.

1.Overhead

2.Glareshield/Autopilot

3. Centre Instrument Panel

4. Captain Instrument Panel

5. Captain Side Panel/Side console

6. First Officer Instrument Panel

7. First Officer Side Panel/Side
Console

8. Upper Pedestal

9. Lower Pedestal

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OVE RHEAD PANEL

1. Electrical Power

2. Fire Detection Test System

3. Hydraulic Shutoff Valves (SOV)

4. External Lighting Controls

5. Fuel Controls

6. Pneumatic Controls

7. Auxiliary Power Unit Controls

8. Engine Start Panel

9. Hydraulic Controls

10. Emergency Locator
Transmitter

11. Cabin Pressure Controls

12. Air Conditioning Controls

13. Anti-Ice Controls

14. Internal Lighting Controls

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GLARESHIELD / AUTOPILOT P ANEL

1. Standby / Whiskey Compass. Traditional compass,
normally only used to check alignment of electronic
compasses.

2. Seat Position Sight Gauge. Used to position the
seats so your eyes are always in the same location.
They gray ball should hide the gold balls.

3. Warning / Annunciator Lights Captains Side

4. Navigation / Flight Director / Autopilot Panel

5. Warning / Annunciator Lights First Officers Side

WAR NI NG / ANN UNCIATOR L IG HTS PILO TS SIDE

1. ROLL SEL and PLT / CPLT ROLL. The ROLL SEL light comes
on, to indicate that roll priority selection is necessary.

2. Master Warning Light. The red Master Warning Light is
illuminated and an aural warning sounds, in case a EICAS
warning message is triggered.

3. Master Caution Light. The amber Master Caution Light
is illuminated and an aural warning sounds, in case an
EICAS caution message is triggered.

4. Stall Warning Light / Switch. Illuminates in case a stall
warning is triggered. After opening the switch protection,
the stall warning switch may be pressed to trigger the stall
warning test sequence.

5. Pull Up / GND PROX Warning Light. The Ground
Proximity Warning System, GPWS, may trigger the Pull Up
/ GND PROX warning light depending on the current
mode.

6. LH ENG FIRE Switch. The LH/RH ENG FIRE Switch
illuminates in case an engine fire is detected. Pushing the
switch cuts engine fuel, bleed air and closes the hydraulic
shutoff valves.

7. BOTTLE 1 and 2 ARMED PUSH TO DISCH
The CRJ is equipped with 2 squibs which contain halon to
at least try and extinguish an engine fire. After pressing
the ENG FIRE switch the squib is armed and the BOTTLE 1
and 2 ARMED PUSH TO DISCH switch illuminates.

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AUTOPILOT PANE L

1. Course 1 Selector

2. Flight Director Switch

3. Auto Pilot Engage Switch

4. Auto Pilot Disengage Switch

5. XFR Mode Switch

6. Turbulence Mode Switch

7. Speed Mode Selector

8. Speed Selector

9. Approach Mode Selector

10. B/C Mode Switch

11. Heading Mode Selector

12. Heading Selector

13. NAV Mode Selector

14. Half Bank Mode Switch

15. Altitude Mode Selector

16. Altitude Selector

17. Vertical Speed Mode Selector

18. Vertical Speed Selector

19. Course 2 Selector

20. Flight Director Switch

CENT ER INSTRUMENT PANEL

1. EICAS Display (Engine Indicating and Crew Alerting
System) shows Engine, Gear, Flaps, Warnings and
Cautions

2. Integrated Standby Instrument Panel
Backup instrument for the attitude direction
indicator, speed indicator and altitude indicator.

3. EICAS Display (Engine Indicating and Crew Alerting
System) shows information on other aircraft
systems. Also can show Advisory and Status
messages.

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CAPTAI NS INSTR UMENT PAN ELS

1. Nose wheel Steering Switch

2. Cockpit Light Controls

3. Windshield Wiper Switch

4. Stall Protection Pusher Switch.
Controls the Stick Pusher.

5. Clock / Stopwatch

6. Bearing Selector Switch. Upper
switches between OFF, NAV1 and
ADF1. Lower switches between
OFF, NAV2 and ADF2.

7. Format and Range Selector.
Controls MFD format (PLAN, MAP
HSI, weather radar, TCAS) and
range.

8. Navigation Source Selector.
Switches navigation source
between FMS1, FMS2, NAV1,
NAV2.

9. Vertical Speed Selector. Used
to set V-Speeds (V1, V2, VR, VT).

10. Decision Height / Minimum
Descent Altitude selector.
Enables to select whether the
decision height (DH) or minimum
descent altitude (MDA) is
indicated and adjust the value.

11. Barometric selector. Allows
selection in Hg or mbar and adjust
the value.

12. Revisionary Panel. Used to
switch the MFD to PFD, NORM
(navigation information) or EICAS
mode.

13. Primary Flight Display, PFD
Combines several instruments in
one: attitude direction indicator,
airspeed indicator, altimeter,
vertical speed indicator,
horizontal situation indicator, V­Speed bugs.

14. Multi-Function-Display, MFD
Offers several display modes
(Map, Plan, Horizontal Situation
Indicator, Weather radar, TCAS)
and may be switched to different
navigation sources (FMS, VOR)

15. Voice Recorder Control Panel

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CAPTAI N SIDE C ONTROL

1. Skycam. Used to monitor different camera’s, for
example to see who is at the cockpit door.

2. Steering Tiller. Used to steer the nose wheel on
the ground at low speed.

3. Oxygen Mask: Click to test the flow of Oxygen.

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UPPER PEDESTA L

1. Captain side Flight Management System

2. First Officer side Flight Management System

3. Brake Temperature Monitor System. Used to reset the
system and silence the horn.

4. Anti-Skid Switch. Arms or deactivates the anti-skid
system.

5. MLG BAY Test switches. Test switches for Main Landing
Gear Bay Overheat

6. Gear Lever.

7. Engine Synchronization Switch. The left and right

engine’s rpm may be synchronized automatically for noise

abatement.

8. Ground Proximity Warning Switch. Illuminate
depending on the activated GPWS mode pressing the
switch silences the associated warning.

9. Pitch Disconnect. Disconnects the control wheels in
case one yoke is jammed.

10. Spoiler Switch. To arm automatic extension of the
ground spoilers after touchdown.

11. Reverser Switches. Arms the reversers so that they
may be deployed during landing roll.

12. Spoiler lever. To extend and retract the spoilers.

13. Thrust Lever. To control thrust (from fuel shutoff to
full power).

14. Roll Disc Handle. Disconnects the control wheels in
case one yoke is jammed.

15. Flap Lever. Used to extend and retract the flaps.

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1. Radio Tuning Units. Used to tune communication,
navigation stations as well as the transponder. The
TCAS mode is also set here.

2. Audio Control Panels. Used to control sound
volume for several audio sources like navigation
station aural identifiers.

3. Weather Radar Controls.

4. Backup Tuning Unit and ATC Selector Switch. Used
to select the active transponder and a backup tuning
unit in case the RTU fails.

5. Stab / Mach trim Switches. Controls for the Mach
and stabilizer trim.

6. Avionics Fan Controls.

7. Inertial Navigation System Controls, IRS Switches.
Selector knobs for the modes of the IRS system

8. Parking Brake Lever. To set and release the
parking brake.

9. Flight Deck Door Control. Controls for the flight
deck door to deny or allow access to the cockpit.

10. EICAS Control Panel. Panel to select different
EICAS pages.

11. Aileron and Rudder Trim Controls.

12. Cockpit Lightings Controls.

13. Yaw damper switches. Used to activate /
deactivate the yaw dampers.

14. Intercom Control Panel. Used on the real plane
to control communication within the aircraft like
passenger addressing, crew calls, emergency calls
and sounding a chime.

15. Source Selector Panel. The source selector panel
allows to select air data sources as well as switching
the displays to different modes in case a display
fails.

16. Landing Gear Alternate Extension. In case the
gear does not extend when selecting gear down via
the gear lever, the alternate gear extension lever
may be used to extend the gear.

17. Air Driven Generator Controls. In case the CRJ’s
engine and the APU fail a little propeller might be
extended which produces sufficient electrical power
to supply the most important aircraft systems.

18. Head-up Guidance System Controls.

19. Cargo Fire Panel. Controls for fire extinguishing
systems for the cargo areas.

20. Emergency Flap Lever. In case controlling the
flaps via the flap lever is not working the CRJ
provides an emergency flap control.

NOSE WHEEL STEERING

At low speeds the CRJ is controlled with the tiller, a control device on the left
console. It is possible to link this control to any available control axis in FSX. You
could for example link a rotary control on your joystick to the Throttle 3 channel
and then select Throttle 3 on the control option on the Options page of the CRJ
Manager. For more information see the chapter on the Configurator. Of course,
it is also possible to disable it here and use the standard FSX rudder channel.

If you are using Prepar3D V4 the Nose Wheel Steering Axis is one of the default
axis and you can define it in the simulator.

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PRE-DEFINED VIEWS

The CRJ700 / CRJ900 has limited 2d-panels. Instead a set of pre-defined views is available which are like a 2d­panel. The following list shows the available views and their respective key assignment / hot key. Of course,
these views can be undocked and moved to other monitors.

You can click all the displays to undock them to 2d panels.

Hot Key

View

Shift + 1

Captain’s VFR View

Shift + 2

CPT Overhead Panel

Shift + 3

CPT Standard View

Shift + 4

CPT FCP (Autopilot)

Shift + 5

CPT Full Panel (like CPT Standard with CDU in view additionally)

Shift + 6

CPT MCDU

Shift + 7

CPT Engine Controls

Shift + 8

CPT Centre Console

Shift + 9

MCDU Popup window

Ctrl + Plus

MFD decrease range (CPT)

Ctrl + Minus

MFD increase range (CPT)

Shift + Q

Toggle HUD

Ctrl + W

Toggle Yoke

F10

Overhead Panel (like a 2d panel)

F11

FCP (like a 2d panel)

F12

MCDU (like a 2D panel with PFD/MFD in view)

Ctrl + Shift + 1

Toggle MCDU Keyboard Input (CPT)

Ctrl + Shift + 2

Toggle MCDU Keyboard Input (FO)

Ctrl + Shift + 3

Switch MFD to HSI format

Ctrl + Shift + 4

Switch MFD to NAV format

Ctrl + Shift + 5

Switch MFD to MAP format

Ctrl + Shift + 6

Switch MFD to PLAN format

Ctrl + Shift + 7

Switch MFD to TCAS format

Ctrl + Shift + 8

Switch MFD to WXR format

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MCDU KEY INPUT

As soon as you activated MCDU keyboard input (Ctrl + Shift + 1 or +2) you may use your keyboard to enter data
into the keyboard. The following table shows the assignment of key functions and MCDU function.

Function

German Keyboard

U.S. Keyboard

Left MCDU Kybd ON/OFF

Strg + Umschalt + 1

Ctrl + Shift + 1

Right MCDU Kybd ON/OFF

Strg + Umschalt + 2

Ctrl + Shift + 2

LSK 1L

F1

F1

LSK 2L

F2

F2

LSK 3L

F3

F3

LSK 4L

F4

F4

LSK 5L

F5

F5

LSK 6L

F6

F6

LSK 1R

F7

F7

LSK 2R

F8

F8

LSK 3R

F9

F9

LSK 4R

F10

F10

LSK 5R

F11

F11

LSK 6R

F12

F12

MSG

Strg + F1

Ctrl + F1

Dir/Intc

Strg + F2

Ctrl + F2

Fpln

Strg + F3

Ctrl + F3

Dep/Arr

Strg + F4

Ctrl + F4

Hold

Strg + F5

Ctrl + F5

MCDU Menu

Strg + F6

Ctrl + F6

Index

Strg + F7

Ctrl + F7

Fix

Strg + F8

Ctrl + F8

Legs

Strg + F9

Ctrl + F9

Sec Fpln

Strg + F10

Ctrl + F10

VNAV

Strg + F11

Ctrl + F11

Exec

Return oder Strg + F12

Return or Ctrl + F12

Radio

Umschalt + F1

Shift + F1

Prog

Umschalt + F2

Shift + F2

Perf

Umschalt + F3

Shift + F3

MFD Data

Umschalt + F4

Shift + F4

MFD Menu

Umschalt + F5

Shift + F5

MFD Adv

Umschalt + F6

Shift + F6

A-Z

A-Z

A-Z

0-9

0-9

0-9 . . . + + +

- - -

/ / /

SP

Leertaste

Space

DEL

Entf

Delete

CLR

Zurück

Backspace

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THR O TTLE HOTK EYS

For people who need it we have programmed a way to control the throttle with key commands:

• F1 sets the throttles to idle

• F2 sets them to the next lower detent (MAX -> TOGA; TOGA -> CLB)

or decreases throttle in the manual range

• F3 sets them to the next higher detent (CLB -> TOGA; TOGA -> MAX) or increases throttle in the
manual range

• F4 sets them to the next higher detent (IDLE/manual range -> CLB; CLB -> TOGA; TOGA -> MAX)

ADDITIONAL TOOLS / OPTION S

Several tools and options are provided to configure the product or to assist you in flight.

SAVI NG AND LOAD I NG A FLIG HT

When you save a flight using the standard FSX menu option while flying the CRJ, an ‘Aircraft State’ file will be
created as well. This Aircraft State file contains all the settings that are normally not saved by FSX. When you
load a flight the accompanying Aircraft State file will be loaded so you can continue your flight exactly as you
left off. However, this ONLY works if you load a flight using the standard FSX menu and not when you load it
via the ‘Free Flight’ menu.

USING PANEL S TATES

You can also use Aircraft State to configure the
aircraft. There are three default Aircraft States:

• COLD & DARK: As the aircraft is left
when the last flight of the day is done.
All systems are powered down.

• ENG STARTUP: Aircraft configured to
the state just before engines are
started.

• ENG RUNNING: Aircraft is configured
to the state where engines have just
been started (you could consider this a
‘ready for taxi’ state. Brakes are set
and all lights are set.

It is also possible to create your own states.
Just configure the aircraft as you want and use
the SAVE STATE option after you entered a
name. The name can only be 10 characters (a­z,0-9). In the image a state ‘Short Final’ has
been saved by the user.

The Aircraft States menu can be reached by pressing the MCDU MENU button on the MCDU. If the aircraft is in
a Cold and Dark state, you must provide electrical power to the aircraft bus to activate the MCDU’s. The
easiest way to do this is to switch on the battery bus (Battery Switch on Overhead to ON) and to use Dave to
provide Ground Power (under the Services option). On the Overhead Electrical panel, the AC Available light will
be lit. Press the button to connect it to the aircraft bus.

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DAVE

Named after one of the crew members in 2001: Space Odyssey

(would you believe we are not allowed to call the thing Hal
9000?). It’s a tablet computer mounted on the side of the

cockpit. Dave runs of its own internal battery. And no, it is NOT
held in place by the clip, there is Velcro behind it!

CHEC KL ISTS

The checklists (or more precise ‘flows’) will assist you in making
sure the aircraft is safely operated. Every stage of the flight is
included.

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FUEL PLANNER

If you do not want to use the fuel planner you can use Dave to
calculate the needed fuel.

Passengers:

-- decreases the number of passengers by 10

- decreases the number of passengers by 1
+ increases the number of passengers by 1
++" increases the number of passengers by 10

Cargo:

-- decreases cargo weight by 100kg/lbs

- decreases cargo weight by 10kg/lbs
+ increases cargo weight by 100kg/lbs
++ increases cargo weight by 10kg/lbs

Fuel:

-- decreases fuel weight by 1000kg/lbs

- decreases fuel weight by 100kg/lbs
+ increases fuel weight by 100kg/lbs
++ increases fuel weight by 1000kg/lbs

Set Payload and Fuel sends the weights to FS.
Copy Data to PERF INIT copies the weights to the PERF INIT page of the active, modified and secondary flight

plans in the FMS.

The changes don't need to be confirmed with EXEC.

V-S P EEDS

Of course the V-Speeds can be calculated and set using the
cockpit controls but because that is complex we included a
shortcut option to set V1, Vr, V2 and Vref.

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OPTI ONS

Diverse options can be set (and saved) in these three pages.
Most will be self-explanatory, some guidance on these:

• IRS ALIGN TIME: The inertial reference system uses a
system of gyroscopes to measure the movement of the
aircraft. As it knows the starting location it can
calculate the current position without any external
references (for example from GPS satellites or radio
navigation beacons). To be able to operate it needs
time to spin up and align itself. Depending on
conditions this can take quite some time. The settings
here can be used to select realistic time, a compressed
time or an instant IRS aligning.

• HELP MESSAGES: Toggles the display of additional
EICAS messages. In the CRJ the messages on the EICAS
can be rather cryptic, enabling this option makes them
easier to understand. They are always shown in

magenta.

• On some aircraft the Flight Number is shown in a
different location, select this is you fly non Lufthansa
models for sure.

• It is hard to know exactly what detent your throttle is
in because there is no haptic feedback. If you like you
can have PFD show what throttle detent you are. We
advise this to be on at the start.

This also means you do not have to look at the
throttles to know if they are in the correct detent.

• FSX and P3D have a nasty bug that makes all ground
handling cartoonlike. There is an option to fix this. If
you have the FSUIPC ground friction tweak already
active just keep this disabled

• PREPAR3D HDR LIGHTING: When HDR lighting is used
in P3D this needs to be activated to make Dave
readable.

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• To increase frame rate, it is possible to deactivate

PFD and MFD’s. It’s also possible to automatically

disable the VC versions if you have the 2d panels
open.

SERV I C ES / MAI NTENANCE

• WHEEL BLOCKS, GROUND POWER and GROUND AIR
option will toggle the display of external objects but
also the actual availability of Ground Power and
Ground Air.

• AUX DRIVE GEN: When the Auxiliary Drive Generator
(known as a Ram Air Turbine in other aircraft) is
deployed it needs to be cranked into stowed position
by ground staff.

• IDG: The Integrated Drive Generators are engine
driven electrical power generating systems. When you
disconnect them in flight they need to be reset by
ground staff and this option simulates that.

• If the Passenger Oxygen Mask have been deployed
there is also an option to stow them. This will remove
the warning message from the EICAS.

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DOORS

Allows you to open and close the doors and hatches. You can
save the configuration so your aircraft will load with these
settings when you load it next.

The STAIRS/JETWAY lets you choose if the railings of the main
exit should be raised (STAIRS) or lowered (JETWAY). The latter
option should be used if you are docking at a gate with a
jetway.

AIRC R AFT STAT E

A quick way to configure the complete aircraft into one of
three states:

• COLD & DARK: As the aircraft is left when the last
flight of the day is done. All systems are powered
down.

• ENG STARTUP: Aircraft configured to the state just
before engines are started.

• ENG RUNNING: Aircraft is configured to the state
where engines have just been started (you could consider this a ‘ready for taxi’ state. Brakes are set
and all lights are set.

Using Dave you can be in the air minutes after starting the simulator:

1. Activate Dave by clicking the on/off button

2. Select AIRCRAFT STATES

3. Select Ready For Taxi

Please note that these same states can be selected from the FSX top menu:

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CRJ MANAGER

You will find the CRJ manager in FSXMainFolder\Aerosoft\Digital Aviation CRJ (or for P3D: P3DMainFolder\
Aerosoft\Digital Aviation CRJ) . It allows you to load passengers and payload and to calculate the fuel load,
Center of Gravity and Take-off trim.

Before starting it make sure your simulator is running and your CRJ is the active aircraft on your departure
airport. Also make sure the right aircraft and simulator is selected in the top bar. When all is right a green
‘Connected” should be visible in the top bar.

PASSENGERS & CREW

In this section, you set the number of passengers (note this is also possible via DAVE).

PAYLO AD

Here you can set he cargo (note this is also possible via DAVE). The Trip Fuel will be automatically calculated
after you inserted more data in the FLIGHT section but can be changed. The rest of the fields will automatically
filled.

FLIG H T

In this section, you insert the data that is needed to make the fuel calculations:

• Flight Distance: The total length of the flightpath

• Flight Level: Your planned flight altitude

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• ISA Deviation: The difference between the ‘standard’ temperatures the International Standard
Atmosphere and the actual expected temperatures. If you are not sure about this, just leave it at 0, it
doesn’t play a very large role

• Headwind: The wind component (+/-) for your flight

• Alternate Distance: The distance between your destination and the alternate

• Alternate Flight Level: The altitude you will fly at when you must go to your alternate

• Reserve Fuel: Normally set at 30 minutes

• Taxi Fuel: The amount of fuel you need to taxi, this depends on the airports but if you use 100 kg for

small airports and 200 kg for very large airports you should be ok.

After you done all calculations you have three options to export the settings to FSX and one to store the
setting so the manager loads with the correct parameters next time.

• Set Fuel & Payload In Flight Simulator: Writes payload and fuel data directly into FSX/FSX-SE/P3D

• Save Fuel To Saved Flight File: Writes fuel data into a .FLT or .FXML file (depending on which is

simulator is selected)

• Save Payload To Aircraft Configuration: Writes payload data in the aircraft.cfg file

• Save Flight Settings: Saves the current payload/fuel settings into a configuration file so CRJ Manager

shows the same data when you start it next time.

The Options Page of the configurator allows you to tweak the divers settings of the aircraft inside the sim.

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CONTR OLS

The tiller (used to steer the aircraft on the ground can be controlled by any
standard axis of the sim and thus be controlled by hardware.

If this does not work as expected (as we have seen in some tests) you can change
the behavior here as well.

COLORS

The CRJ’s come with two color settings in the PFD, you can select your preference here.

FLIG H T MANAG E M ENT SYSTEM

You can load the PERF INIT data automatically or insert it manually. Manually is the more realistic option.

WEA THER RADAR PREFERENCE

The build in weather radar can take its data from Active Sky. The CRJ will automatically select the source if only
one weather add-on is installed, this selector is only needed it you have both installed.

MFD D EFAULT S ETTINGS

You can select here what will be shown on the MFD by default on startup. Of course, you can always select this
in the MFD MENU, this is just a quick way to set your defaults.

USEL ESS FEATURES…

If you are a SF nerd, leave this on. You will probably switch it off after a few startups.

SOUND S

In this section, you can select what sounds are used and at what volume.

LIVER Y MANAGER

You will find the livery manager in FSXMainFolder\Aerosoft\Digital Aviation CRJ\Livery Manager Folder.

Installing a livery is as simple as dragging the zip file you downloaded on top of the livery manager. For 90% of
the additional liveries this will work. All other livery ZIP files that meet the following conditions will be handled
automatic (if this method does not work ask the livery designer to be compliant with our standards):

• There must be a txt-file ("readme.txt" or different name if it's the only txt-file) with the code snippet
for the aircraft.cfg included.

• The snippet starts with [FLTSIM.X] and ends with a blank line.

• In this snippet, the line "ui-type=*aircraft type*" must be contained, otherwise the manager doesn't

know which plane the livery should be added to.

• Each ZIP-file can only contain one livery / alternative versions must be separated into two ZIP files.

• The whole file must be a proper ZIP-file containing the file and folder structure on the first level. So do

not zip the folder with the files but only the files themselves.

• Beside the text file there needs to be the texture folder with its extension name, containing a
"thumbnail.jpg"

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RAAS ( RUNWAY AWARENESS AND ADVI S O RY SYST EM )

This project contains a fully functional version of FS2Crew RAAS Professional, the only limitation is that is
limited to the aircraft included in this project. After the installation of the CRJ the installation of RAAS
Professional is started. If you have this product already installed you can cancel it, but it will not matter
anyway.

RAAS Professional (Runway Awareness and Advisory System) models the aural 'Smart Landing' and 'Smart
Runway' calls included in the real-world Honeywell RAAS unit. These calls offer improved situational
awareness for pilots to help reduce the risk of runway incursions and accidents by providing aural alerts during
taxi, takeoff, final approach and landing/roll-out operations.

It is a system that has NO interface for the pilots in the cockpit and we advise you to simply not try to change it
in any way as it is highly accurate and simulates the real system near perfectly. If it fails it is almost certainly
because the scenery you are using is not correct! Should you want to tweak it, you can open the FS Add-ons
drop down menu and select RAAS Professional to see this menu:

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APPENDIX 1: TRANSITIONING TO THE BOMBARDIER CRJ 7 00 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 take­off 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.

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SYST EMS

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 N1 targets are a bit higher.

Further, do not be surprised by the increase of N1 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.

FLIG H T CHARAC TERISTIC S

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

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landing weight. You need to set down the nose gear gently and pay specific attention when you use reverse
thrust immediately after ground contact.

On outbound taxi, the CRJ starts rolling with a little power push initially and maintains taxi speed close to idle.
On inbound taxi, you may need to use the brakes from time to time to avoid exceeding apron speed limits.

AVIONICS AND FLIGHT MA NAGEMENT SYSTEM (FMC )

Every major aircraft producer favours his avionics provider and even when you are used to a Dash 8-400 built
by the same manufacturer Bombardier as the CRJ, you need to get familiar with the display and the
programming technique of the FMS used on the CRJ700 and CRJ900.

Please refer to the information provided in the systems description and the procedures as part of the tutorial
flights. Two main screens directly located in front of you provide you with a wealth of information on your
flight situation from an aerodynamic point of you and from a navigational perspective. Again, please familiarize
yourself with the many options of displaying data and graphical awareness displays for navigation and route
following.

We would like to encourage you to properly fly the CRJ700 and CRJ900 by investing some time to build a
knowledge base for proper operation.

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APPENDIX 2: CRJ900 FLIGHT FROM D ÜSSELDORF (DUS) T O BASEL (BSL)

This is a description of Germanwings flight 4U9712 according the schedule as published on their webpage for
Saturday March 7, 2015. We will be flying one of their Bombardier CRJ900 registered under D-ACNN belonging
to Eurowings (now Lufthansa CityLine) which will execute this flight as operator. The planned departure time is
07:00 am and the arrival should be 70 minutes later at 8:10 am.

We will start with our flight planning. Have a safe flight!

Please note that Vol 3 of the manual includes a more in-depth step by step flight.

FLIG H T PLANNI NG

ROUT I NG

Departure airport: Düsseldorf (IATA: DUS – ICAO: EDDL)
Destination airport: Basel (IATA: BSL – ICAO: LFSB)
Alternate airport: Zurich (IATA: ZRH – ICAO: LSZH)

For European flights, VATroute http://www.vatroute.net/ is a good and simple flight planning page to obtain a
typical route. The query result for EDDL-LFSB at our predicted flight reads like this:

FL196-FL315 MODRU Z283 SUMAS UZ283 RITAX UT27 GTQ UN852 ARPUS

We select flight level 290 (FL290) and the route distance has been calculated to 280 nautical miles (NM). An
additional 20 NM are added to cover departure and arrival routes. As alternate airport, we selected Zurich
(LSZH). The distance from LFSB is 45 NM plus 20 NM for the arrival route. We do expect taking off from runway
23L and following the Standard Instrument Departure route (SID) called MODRU 1T.

WEA THER

This is a typical spring morning with refreshing 3 °C, light clouds and a moderate, south-easterly wind on
ground.

Based on this data we expect to be taking off from runway 23L. For flight planning we conclude an average
wind component of eleven knots from 032 degrees (11/032) at FL290 and a headwind component of -22 knots
(tailwind) according the weather forecast at cruise altitude.

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WEI G H T AND FUE L

For this flight, we will be using the following data:

Weight in kg

Weight in pounds

Comment

Dry Operating Weight (DOW)

22’471 kg

49’540 lbs.

Passengers: 72 Adult

72 * 84 = 6’048 kg

72 * 185 = 13’320 lbs.

Luggage in front compartment

462 kg

1’020 lbs.

Cargo in rear compartment

339 kg

748 lbs.

Zero Fuel Weight (ZFW)

29’315 kg

6’4627 lbs.

Weight check against max. ZFW

31’752 kg

70’000 lbs.

< MZFW OK

Fuel

2’700 kg

6’000 lbs.

See next page

Take-off weight (TOW)

32’015 kg

70’672 lbs.

Weight check against max. TOW

37’422 kg

82’500 lbs.

< MTOW OK

Detailed calculation for fueling:

Weight in kg

Weight in pounds

Distance to destination

340 nm

Take-off weight (TOW)

32‘000 kg

7‘0570 lbs.

Flight level to destination

FL290

ISA deviation

-10 °C

Headwind component

-22 knots

Contingency

5%

104 kg (minimum)

230 lbs. (minimum)

Distance to alternate

45 nm

Flight level to alternate

FL150

Reserve 750 kg

1‘655 lbs.

Taxi 100 kg

220 lbs.

Minimum fuel

2’627 kg

5’791 lbs.

Block fuel 2’700 kg

6’000 lbs.

Center of Gravity (CoG)

22.4% MAC*

* MAC means Mean Aerodynamic Chord

TAKE -OFF DATA

Based on the above determined take-off weight of 31’715 kg (69’917 lbs.) we will now define the critical

speeds for departure. EDDL runway 23L is long enough (9’843 x 148 ft. / 3000 x 45 m) so that there is no
restriction and we can use the speeds from the speed card for 70’000 lbs. (31’751 kg) that can be found in the

Quick Reference Guide. Or for those lazy RW pilots under us we go directly to DAVE and get our speeds from
there. You can even insert them automatically, inputting these speeds manually is a real chore.

We will be setting flaps to 8 degrees for the take-off and our departure airport altitude is close to sea level.
Outside temperature is less than 10 °C. This concludes in the following speed selection (DAVE sometimes
calculates slighty different values due to more accurate weight info):

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• V1 = 138 knots as maximum speed to abort the take-off.

• VR = 138 knots for safe lift-off speed

• V2 = 149 knots as safe speed in the case of an engine failure

• V2 + 10 = 159 knots as speed for the initial climb phase up to 3’000 ft. above aerodrome level (AAL),

also used as acceleration altitude

DEPAR TURE FRO M DUSSELDORF AIRPORT

AIRC R AFT PREP A RATION

After completion of the flight preparation it is time to get started. Just load the flight ‘CRJ Tutorial Flight DUS­BSL’ in FSX/P3D and make sure to select Ready for Engine Start via the AIRCRAFT STATE menu in DAVE. You are
located at apron position V53 at Düsseldorf airport. It is 5:30 Coordinated Universal Time (UTC) or 6:30 local
time (LT). Our CRJ900 is prepared per the above described flight planning with the requested fuel and
passenger/freight boarding/loading completed.

Next item as pilot flying (PF) is to finalize cockpit preparation and put the aircraft and the crew into a “Request
for start-up and push-back” situation.

• Programming of Flight Management Systems (FMS)

• Check of avionic parameters

o HDG-bug on runway heading
o Transponder set to 2-3-5-6 and on standby mode
o Departure route is displayed
o Approved initial flight level 5’000 ft on SID MODRU 1T
o Barometric pressure to QNH 1009
o Approved flight plan is complete and active

• Check on aircraft

o Fuel according plan
o Hydraulic pumps on - system under pressure
o Elevator trim set according weight and centre of gravity actual set to 6.4 trim units
o All doors closed
o Auxiliary Power Unit (APU) supplies bleed air and current
o Parking brake is set
o Navigation (NAV) lights and Beacon (BCN) light are on
o Passenger signs “Fasten Seatbelts“ and “No Smoking“ are on

• Running „Before Start Checklist“

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ENG I NE START A N D PUSHBACK O N APRON POSITION

The start-up of the engines is executed in a semi-automatic procedure and supervised by the Full Authority
Digital Engine Control (FADEC) system and the pilots.

• Throttle lever in CUT OFF position

• Press ENG START button – typically the right engine first, thereafter the left one

o N2 spooling up to above 20%, check ITT <120°C
o Throttle lever into IDLE position
o Kerosene is injected and ignited
o N2 climbing further and N1 to follow
o ITT must be watched – Limit is shown in EICAS display

• Engine start completed and checked

o N1 stable at 20 to 22%
o Consumption at 250-300 kg/h
o ITT at 620°C
o Generators automatically connected and deliver current – Check ELEC page
o Ventilation and air conditioning active

• Running the „After Start Checklist“

• Pushback facing North-East

• Pushback completed

• Request “Taxi Clearance to runway 23L”

TAXI I NG TO RU NWAY 23L

Hint: If you have assigned the front wheel steering via a separate axis assignment on your available hardware
control, this will allow you to steer the CRJ on ground in a realistic way. In addition, this will allow you to
execute the flight controls check in a realistic way during taxi time. If you have not, you need to do the check
during standstill which is the preferred SOP anyway..

Before taxiing out you will be setting flaps to position 8° and check the functionality of the controls. This is
done by moving all three control axes to their endpoints and check their movements in the EICAS display.

The intention to start moving is acknowledged by turning on the TAXI LIGHT. The CRJ starts rolling with just a
bit of power to overcome the inertia and can easily be controlled. If light on weight it may be necessary to
softly brake to avoid exceeding speed limits. Typically, 7 to 10 kts are used on apron areas and 20 to 30 kts on
a free taxiway. This depends very much on weather, taxiway conditions and other traffic. And any instructions
from ground control.

Before reaching the holding point of the departure runway the “Taxi Checklist” must be completed and only
when everything is normal you signal your readiness by switching the transponder code to ON. Some airports
do request to be ON when rolling on the Apron but latest at lining up on departure runway.

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TAKE -OFF ON RWY 23L

After having received clearance to “Line up and wait”, the last preparations for the take-off need to be made:

• Alert the flight attendants – "Cabin crew prepare for departure"

• Check identical values for HDG-bug and runway direction – should be 232°

• Running “Before Take-off Checklist”

After having received clearance for taking off you switch on the landing lights and by that signals to the tower
that the take-off is imminent. First move the throttles forward to achieve about 70% N1 and check that both
engines are very close N1%. By that you assure that both engines are delivering similar thrust. Only then you
guide the throttles beyond CLB-dent into the TOGA-dent and monitor that the target N1% is matched while ITT
temperature limit is not exceeded. Any malfunction leads to immediate take-off abortion by the pilot in
charge.

Background information: Taking off in an aircraft is a relative strict process serving safety of flight and noise
abatement procedures. You may divide into the take-off run up to V1, the rotation at VR and the initial climb at
minimum V2 + 10. All these V-Speeds have been defined during flight preparation as per earlier chapters. See
previous chapter of this tutorial.

Rotation at VR shall not exceed 3 degree/second, so that the tail will not touch the ground (tail strike). Pitch
attitude will be set to 15 to 18 ° and the trim may be adjusted to match and the gear will be retracted. By that
an optimal rate of climb with a built-in safety margin in case of engine failure and minimal speed can be
achieved.

At 1’500 ft. above aerodrome level (AAL) engine power is reduced for noise abatement.

At 3’000 ft. above AAL the acceleration towards the maximum allowed speed of 250 kts will be initiated. This is

executed by an aligned process of flaps lift and flaps drag reduction with synchronous reduction of engine
power and climb rate to achieve the desired acceleration. You may control the aircraft manually or let the
autopilot have the controls.

REGULAR TAKE-OFF SEQUENCE (WITHOUT SPEED LIMIT ON DEPARTURE ROUTE) FOR THIS FLIGHT:

1. Positive rate of climb Gear retraction and maintain V2+10 as minimum.

2. 400 ft. HDG or NAV to be activated

3. 600 ft. Activate autopilot with active HDG or NAV mode
IAS HOLD mode to be engaged – current speed will be set as target

4. 1’500 ft. Pull back throttles to CLB dent and keep minimum V2 + 10

5. 3’000 ft. Target speed set to 210 kts (maximum speed for flaps 8°)

6. > 161 kts Flaps retraction to position 1

7. > 180 kts Flaps retraction to position 0

8. Flaps are 0 Target speed set to 250 kts (maximum speed <FL100)

9. Climb Check “After Take-off Checklist” to be completed

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CLIM B AND CRU I S E

After the busy phase is over and the autopilot follows the horizontal navigation, the route, it is our turn to
secure that all marked speed and altitude restrictions will be followed. We also change to standard barometric
pressure at the transition Altitude (TA) – in Germany this is at 5’000 ft.

Background information: Different to flying in the US, the European altitude control requires changing at

3’000 to 5’000ft and in mountainous areas higher to meet minimum altitudes above terrain. As of that TL the
flight level will be assigned as FL50 equal to 5’000 ft. at standard barometric pressure 1013 mbar (29.92 in HG)

and mentioned by the controller.

The CRJ has no automatic vertical navigation control and it is the task of the pilot flying to concur with possible
restrictions by setting i.e. the next allowed flight level. Our SID includes the following description and
limitations:

MODRU ONE TANGO

On track 232° DY to 3.4 DME DUS/3.6 DME IDNE;
RT, on track 321° to UBORO;
LT, NETEX; LT on track 200° to MODRU.
Climb with 7% (425ft/NM) or more until passing 3000.
GPS/FMS RNAV: [A600+] - DL243[K210-; R] ­UBORO[L] - NETEX[K250-] - MODRU[F210+].

With the following meaning:

• NETEX[K210-] the speed until NETEX is limited to 210 kts, even if you may have exceeded FL100

• MODRU[F210+] means that we should be crossing MODRU at FL210 or higher

Background information: The CRJ has a built-in autopilot modus that can control the climb or descent speed
by changing the pitch attitude and by that the rate of climb or descent to match a given target speed. For best
performance, thrust lever need to be at least in CLB and the FADEC will set an optimal climb power according a
database that relates to altitude and outside temperature. The typically used speed profile is 250/290/0.74
and this profile is the base for our flight calculation. Alternatively, you may choose to fly faster, i.e. catch up
with a delay. This would be 250/300/0.77 or even 250/320/0.80. Naturally these are less economical.

The first number in this list of speeds is the speed below FL100, which is unified around the world but maybe
lifted by the controller, if current traffic allows.

The second number is the speed for climb and cruise above FL100. With increased flight altitude, there is a
limit for aircraft not only from “indicated Airspeed” but also from the Mach number that shall not be
exceeded. The mentioned speed profiles keep a safety margin from these structural limits of the aircraft. At
about FL270, you reach an interception of IAS =290 and Mach =0.74 and you need to follow the speed control
by Mach. The speed selection button has a centre push button to switch between IAS and Mach.

Passing FL100 we switch off the landing lights and could change the IAS HOLD to the desired 290 kts for the
following climb to FL290. But since the SID contains a speed restriction of maximum 250 kts until waypoint
NETEX, we need to wait until we have that passed. Since our weather is not predicting any special turbulence,
we switch off the “Fasten Seat Belt” sign.

Just before we reach FL290 we are matching up with Mach 0.74 and change to Mach speed control.

At 1’000 ft. prior to target FL an alert will draw our attention to monitor the levelling off to horizontal cruise
flight. Since this requires less power from the engines, we need to pull out the thrust lever and adjust the N1

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manually so that the speed stays at Mach 0.74. From experience, we know that the expected N1 is about 81 to
82 % and we adjust to keep a speed of Mach 0.74 consistently.

Cruising is the quietest flight chapter and except for scanning other traffic and ATC handover we just monitor
engine parameters and climate control.

ARRI VAL TO BASEL AIRPORT

DESCENT AND E NTRY INTO AI RPORT SPACE

The descent to our destination airport has two distinctive parts. First part is the descent into lower airspace
with the reduction of speed down to 250 knots below FL100. Thereafter follows the arrival according to the
published Standard Arrival Route (STAR) or according vectors given by the approach controller. We follow the
process flying the STAR route which needs to be selected first.

Slight winds from southeast suggest that runway 15 is in use. The approach will be done following the
Instrument Landing System (ILS) starting at the Initial Approach Fix (IAF) called ALTIK at 5’000 ft. This is linked
to our last waypoint by the STAR called ARPUS8K. Now the route to our landing runway is defined.

Background information: The arrival to the destination airport will be explained by the pilot flying (PF) in great
detail during the approach briefing. The Pilot Monitoring (PM) is checking the process. Every step will be
indicated and any specialties will be clarified. This may cover speed restriction and minimum altitudes,
obstacles and noise abatement requirements. Further the setup of the navigation instruments like VORs (VHF
Omnidirectional Range) in both NAV devices and in the ADF (Automatic Direction Finder), if an NDB (Non­Directional Bearing) is available. Final item is the process to execute a missed approach, stating the route
which typically ends at a holding at a waypoint, from which a new approach can be executed.

Route preparation:

• ILS Y RWY 15 with IAF ALTIK at minimum 5000 ft.

• 12 DME Arc BLM with frequency 117.45 set in VOR2

• ILS with frequency 111.55, identifier MH set in VOR1 and course 153°

• Threshold elevation 864 ft. entered as LDG ELEV as 860

• MDA/DA of 1070 ft for an ILS cat 1 approach

• Missed Approach straight ahead crossing ADF BS 376 set, followed by a right turn with maximum 220

knots intercepting BLM outbound radial 230°. Thereafter 15 DME Arc BLM to ALTIK hold

• Landing configuration flaps 45° und VRef=136 kts

DESCENT CHECK

Entry into airport space:

• > 10’000 ft. > Setting target speed to 250 kts (maximum speed <FL100) and reducing accordingly

• 10’000 ft > Landing lights on

• 15 min before landing > Passenger signs on

• 7 min before landing > Cabin crew information „Cabin crew prepare for landing “

• 6’000 ft. > Actual barometric pressure set in all altimeters

• Approach Check > Running „Approach Checklist “

Basel airport is in the 3-country triangle of France, Germany and Switzerland with the cities of Mulhouse and
Basel and the Jura mountains in the south. Due to this location, the arrival route is quite complex. Adhering to

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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 APPROAC H DIRECTION 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% N1 power. Running the

“Before Landing Checklists” and switching off the autopilot when we are cleared to land.

LANDI NG

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)

PARKI NG AND SECURING THE AIRCRAF T

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

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REL EVANT LIDO CHARTS FOR FLIGHT 4U9 712 EDDL-L FSB

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APPENDIX 3: ROUTE SUGGESTIONS

During preparation of the tutorial we considered several different routes flown by the CRJ in real life. The
intention was to find a scenic route which is not too short (more stress when climb and descend follow nearly
instantly on to each other) and not too long (overall time it takes to work through the tutorial).

We didn’t want all our ideas go to waste and hence include the routes as suggestions for further flights after

going through the tutorials.

Departure

Arrival

Airline / Flight No

CRJ Type

Hamburg
(HAM / EDDH)
09:50

Copenhagen
(CPH / EKCH)
10:40

Scandinavian
SK646

CRJ900

Copenhagen
(CPH / EKCH)
08:10

Gothenburg
(GOT / ESGG)
08:55

Scandinavian
SK434

CRJ900

Munster-Osnabruck
(FMO / EDDG)
06:35

Frankfurt
(FRA / EDDF)
07:25

Lufthansa
LH063

CRJ900

Dusseldorf
(DUS / EDDL)
07:10

Basel-Mulhouse
(BSL / LFSB)
08:20

Lufthansa / Germanwings
4U9712

CRJ900

Munich
(MUC / EDDM)
10:45

Marseille
(MRS / LFML)
12:20

Lufthansa
LH4362 (meanwhile flown

with ERJ-195

CRJ900

Copenhagen
(CPH / EKCH)
18:05

Aberdeen
(ABZ / EGPD)
18:50

Scandinavian
SK1521

CRJ900

Copenhagen
(CPH / EKCH)
15:00

Berlin Tegel
(TXL / EDDT)
15:55

Scandinavian
SK0679

CRJ900

Copenhagen
(CPH / EKCH)
14:05

Bergen
(BGO / ENBR)
15:25

Scandinavian
SK2868

CRJ900

San Francisco
(SFO / KSFO)
12:50

Jackson Hole
(JAC / KJAC)
15:57

United Airlines
UA5490

CRJ700

Seattle
(SEA / KSEA)
20:15

Santa Barbara
(SBA / KSBA)
22:42

Alaska Airlines
AS3444

CRJ700
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APPENDIX 4: SPEED CONTROL AND AUTO THROTTLE

During the testing phase, it was obvious many people had issues with the way speed is controlled in the CRJ
and how to activate the Auto Throttle. To start with the latter, there is none. Don’t let the SPEED button on
the glare shield fool you. We’ll explain the functionality later.

THR O TTLES

On the throttle, you will see several markings

1. SHUT OFF (FUEL SHUT-OFF)
To move the throttle from IDLE to SHUT OFF, lift the
red lever and retard the throttle. The Idle / Shutoff
Release latches (7) are there to prevent you from
shutting down the engines in flight.

2. IDLE (TRUST SETTING)
The range between IDLE and CLIMB is the throttle
range you will normally use.

3. CLIMB (THRUST SETTING)
The Climb thrust setting is the highest possible
continuous thrust setting allowed (though ITT
limitations do still apply).

4. TOGA (TAKE-OFF AND GO-AROUND THRUST SETTING)
The TOGA setting is used for most take-offs and for go­arounds. TOGA can only be used for 10 minutes
continuously.

5. MAX POWER
The MAX POWER setting is only used when maximum power output is needed.

The Take-Off / Go-Around Switches (6) will activate the take-off / go-around mode of the flight director.
The Thrust Reverse Levers (8) are pulled up (with throttle in idle) to deploy the thrust reversers. At minimum
thrust reverse range there is little or no reverse thrust but all forward trust is removed, at higher settings
actual reverse thrust is generated.

GLARESHIELD SP E ED CONTROL S

On the glare shield, there is a SPEED button and a SPEED rotary control. This is what
confuses many people. The Speed Mode System is only active during climb and
descend. It does NOT control the thrust output of the engines but adapts the pitch of
the aircraft to maintain the set speed.

1. The SPEED button is pressed to set and select the three modes:

a. CLB (Climb) / DES (Descend)

When selected, the current speed is used as the speed to maintain
and the CLB or DES mode is selected automatically depending on
the Vertical Speed.
In CLB mode the aircraft will never descend, in DES mode it will
never climb.

b. IAS (Indicated Air Speed)

When selected the current IAS/MACH is hold, no matter if descent or climb is required.

2. The button on the rotary Speed control toggles between IAS and MACH.

3. The rotary control is used to change the set speed after a mode is selected.

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APPENDIX 5: FSUIPC THROTTLE CALIBRATION

Please note that FSUIPC I NOT needed for the Aerosoft/Digital Aviation CRJ and we do NOT advise the use of it
for the throttle channel. If you would like to use it follow this guide.

If you don't use FSUIPC at all or just a single throttle axis, like shown in the screenshot below, select "Default"
from the throttle range dropdown menu:

If you use FSUIPC with separate throttle axes and have it set so it returns are value between 0 and 16383 (no
reverser range), select "FSUIPC without Reverser Range" from throttle range dropdown menu:

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1 August 2017

If you use FSUIPC with separate throttle axes and have it set so it returns are value between -4096 and 16383
(with reverser range), select "FSUIPC with Reverser Range" from throttle range dropdown menu: