Many factors affect flight planning and aircraft operation, including aircraft weight, weather, and runway surface. The recommended flight parameters listed below are intended to give approximations for flights at maximum takeoff or landing weight on a day with International Standard Atmosphere (ISA) conditions.
Important: These instructions are intended for use with Flight Simulator only and are no substitute for using the actual aircraft manual for real-world flight.
Note: As with all of the Flight Simulator aircraft, the V-speeds and checklists are located on the Kneeboard. To access the Kneeboard while flying, press SHIFT+F10, or on the Aircraft menu, click Kneeboard.
Note: All speeds given in Flight Notes are indicated airspeeds. If you're using these speeds as reference, be sure that you select "Display Indicated Airspeed" in the Realism Settings dialog box. Speeds listed in the specifications table are shown as true airspeeds.
Note: For general information about flying jet aircraft in Flight Simulator, see Flying Jets.
By default, this aircraft has full fuel and payload. Depending on atmospheric conditions, altitude, and other factors, you will not get the same performance at gross weight that you would with a lighter load.
Required Runway Length
Takeoff: 5,500 feet (1,676 meters), flaps 5
Landing: 4,850 feet (1,478 meters), flaps 30
The length required for both takeoff and landing is a result of a number of factors, such as aircraft weight, altitude, headwind, use of flaps, and ambient temperature. The figures here are conservative and assume:
Weight: 72,750 pounds (33,000 kilograms)
Altitude: sea level
Wind: no headwind
Runway: hard surface
Lower weights and temperatures will result in better performance, as will having a headwind component. Higher altitudes and temperatures will degrade performance.
The engines are running by default when you begin a flight. If you shut the engines down, it is possible to initiate an auto-startup sequence by pressing CTRL+E on your keyboard. If you want to do the startup procedures manually, follow the checklist procedures on the Kneeboard.
To taxi the CRJ700, use just enough power to get it rolling, and then bring the thrust levers back to idle. Idle thrust will keep you moving.
Normal straight taxi speed should not exceed 20 knots. For turns, 8- to 12-knot speeds are good for dry surfaces.
In Flight Simulator, rudder pedals (twist the joystick, use the rudder pedals, or press 0 [left] or ENTER [right] on the numeric keypad) are used for directional control during taxiing.
The following table lists recommended maneuvering speeds for various flap settings. The minimum flap-retraction altitude is 400 feet, but 1,000 feet complies with most noise abatement procedures. When extending or retracting the flaps, use the next appropriate flap setting depending on whether you're slowing down or speeding up.
Flap Position Flaps 1 200 Flaps 8 200 Flaps 20 185 Flaps 30 165 Flaps 45 140
All of the following occurs quite rapidly. Read through the procedure several times before attempting it in the plane so you know what to expect.
Run through the Before Takeoff checklist, and set flaps to 20 degrees (press F7, or drag the flaps lever). With the aircraft aligned with the runway centerline, advance the throttles (press F3, or drag the levers) to approximately 40 percent N1. This allows the engines to spool up to a point where uniform acceleration to takeoff thrust will occur on both engines. The exact amount of initial setting is not as important as setting symmetrical thrust.
After the engines are stabilized, advance the thrust levers to takeoff thrust—generally 91.5 percent N1 (less with high outside air temperatures).
Directional control is maintained by use of the rudder pedals (twist the joystick, use the rudder pedals, or press 0 [left] or ENTER [right] on the numeric keypad).
At V1, approximately 134 knots indicated airspeed (KIAS), is decision speed. Above this speed, it may not be possible to stop the aircraft on the runway in case of a rejected takeoff (RTO).
At 134 KIAS, smoothly pull the stick back (use the joystick or yoke, or press the DOWN ARROW) to raise the nose to 10 degrees above the horizon. Hold this pitch attitude and be careful not to over-rotate.
At V2, approximately 146 KIAS, the aircraft has reached its takeoff safety speed. This is the minimum safe flying speed should an engine fail. Hold this speed until you get a positive rate of climb.
As soon as the aircraft is showing a positive rate of climb (both vertical speed and altitude are increasing), retract the landing gear (press G on the keyboard, or drag the landing gear lever). The aircraft will quickly accelerate to the flap-retraction speed.
As you retract the flaps, set climb power of approximately 90 percent N1 (press F2, use the throttle control on your joystick, or drag the thrust levers). Maintain 6- or 7-degrees nose-up pitch attitude to climb at 250 kts until reaching 10,000 feet (3,048 meters), and then maintain 290 KIAS (.74 mach) to your cruising altitude.
Cruise altitude is normally determined by winds, weather, and other factors. You might want to use these factors in your flight planning if you have created weather systems along your route. Optimum altitude is the altitude that gives the best fuel economy for a given configuration and gross weight. A complete discussion about choosing altitudes is beyond the scope of this section.
You can cruise as high as FL450 (the airplane is certified to 51,000 feet), but the only payoffs for burning the fuel it takes to get there would be getting above a weather system or taking advantage of especially favorable winds.
Let's say you've filed a flight plan for FL350. When you approach your cruising altitude, begin leveling off at about 50 feet (15 meters) below your target altitude.
You'll find it's much easier to operate the CRJ700 in cruise if you use the autopilot. The autopilot can hold the altitude, speed, heading, or navaid course you specify. For more information about using the autopilot, see Using an Autopilot.
Normal cruise speed is 0.77 Mach. Set power at around 90 percent N1.
Remember that your true airspeed is actually much higher in the thin, cold air.
A good descent profile includes knowing when to start down from cruise altitude and planning ahead for the approach. Normal descent is done with idle thrust and clean configuration (no speed brakes). A good rule for determining when to start your descent is the 3-to-1 rule (three miles distance per thousand feet in altitude.) Take your altitude in feet, drop the last three zeros, and multiply by 3.
For example, to descend from a cruise altitude of
35,000 feet (10,668 meters) to sea level:
35,000 minus the last three zeros is 35.
35 x 3=105
This means you should begin your descent 105 nautical miles from your destination, maintaining a speed of 250 KIAS and a descent rate of 1,500 to 2,000 feet per minute, with thrust set at flight idle to 53 percent N1. Add two extra miles for every 10 knots of tailwind.
To descend, disengage the autopilot if you turned it on during cruise (or use the autopilot hold features and let it fly for you). Reduce power to idle, and lower the nose slightly. Remember not to exceed the regulation speed limit of 250 KIAS below 10,000 feet (3,048 meters). You may have to adjust power to maintain your speed and rate of descent. Continue this profile down to the beginning of the approach phase of flight.
You want to set your aircraft configuration (flaps and landing gear) and establish your target speed well ahead. Excess speed in the CRJ will require a level flight segment to slow down.
On an instrument approach, you want to be configured for landing and have your speed stable by the final approach fix (where you intercept the glide slope), usually about five miles from touchdown.
Set flaps to 1 (press F7, or drag the flaps indicator or lever) when airspeed is reduced below the minimum flaps-up maneuvering speed. Normally, this would be when entering the downwind leg or at the initial approach fix, so you should be at the desired airspeed by this point. You can then continue adding flaps as you get down to the speed limits for each setting.
Flaps 45 is the setting for normal landings.
Intercept the glide slope from below, and extend the landing gear (press G, or drag the landing gear lever) when the glide slope needle is less than or equal to one dot high.
The proper final approach speed varies with weight, but a good target at typical operating weight is 135 to 140 KIAS.
With landing gear down and flaps at 45 degrees, set the power at 55 to 60 percent N1. This configuration should hold airspeed with a good descent angle toward the runway. Use small power adjustments and pitch changes to stay on the glide path.
When you're approaching the normal descent point on a visual approach, or one dot below the glide slope approaching the final approach fix on an ILS approach, extend the landing gear.
Establish 140 knots, your final approach speed. As you intercept the glide slope, set 40 degrees of flaps. This configuration should hold airspeed at 140 knots with a good descent angle toward the runway.
Hold 140 knots all the way down on final approach. Use small power adjustments to stay on the glide path. Look for a descent rate of about 700 fpm.
At about 50 feet above the runway and past the runway threshold, bring the thrust levers to idle. Hold the pitch attitude you've used during final approach. Don't try to raise or lower the nose. When all wheels are down, move the Flight Spoiler lever into the MAX position (press the SLASH [ / ]), add reverse thrust (press F2, or drag the thrust levers into the reverse position), and apply brakes.
Make sure you come out of reverse thrust (press F1, or drag the thrust levers), and lower the spoilers as airspeed drops below 60 knots. Exit the runway, and taxi to parking.
Once you're clear of the runway and as you taxi to the terminal, retract the flaps (press F6, or drag the flaps lever) and lower the spoilers (press the SLASH [ / ], or click the brake lever).