Porsche77

I hope it goes smooth!

Turbosina

I also came from 61 instructing, though I had a jet SIC type, 6000 hrs TT and plenty of glass-cockpit experience, so that helped a bit.

Indoc training (the first 6 days) is pretty straightforward, just a bunch of rote memorization of regulations. The hardest part for me was Systems, which is about 2 weeks. Halfway through Systems, I thought my head was going to explode. Nobody told me the reality, which is that they train you to a level of knowledge significantly higher than the actual test asks for. I'd say most of us felt pretty discouraged about halfway through Systems, but we all persevered and some of us even got a perfect score.

Once we got to the Matrix trainer, FTD trainer, and sims, the concept of flow patterns is what perplexed me. I didn't understand how one should properly integrate flows with checklists. Jumpseating a few times on orientation flights helped me figure it out. Make no mistake, the CRJ flows are not easy to learn at first, but you'll have unlimited time with the Matrix trainer in SLC if you need it.

I personally found the sim pretty easy to fly, and aside from the maneuvers validation, fairly low-stress. (The MV, with its constant stream of abnormal and emergency procedures, had us all sweating.)

That said, the instructors genuinely want you to succeed. If you're falling behind and ask for help, they will go out of their way to help you. The only guys who fail out are the ones who are behind, but don't ask for help and don't put in some hardcore study hours.

The one thing I would advise is, try to clear your calendar of all other personal obligations during training. For one thing, you'll have a tough time getting home on the weekends, and you won't be in CASS for the first few weeks. Secondly, it helps to be really able to focus on the matter at hand.

I would also advise taking one rest day a week. You can't study 24/7, you'll burn out.

But it's not rocket science. It's just readin', ritin', and 'rithmetic

Cruz5350

@Porsche77

IIRC there's two newhire classes a month and from what I can tell the second class usually pairs up with guys transitioning from the 175 to the CRJ as Captains. The nice thing with that is you can pick their brain about how all that info fits into flying on the line and if you pair up in sims with them you'll spend the entire time in just the right seat rather than having to switch back and forth. When's your class date I'm waiting to hear back for transition in October, there might be a chance were in class together.

Porsche77

That sounds like a great idea. CTP NOV, Class date Mid DEC.

Porsche77

How would the checkride be ? As it's AQP. Traditional Oral/ Line flight
Are we doing single engine ILS to mins to a Missed?

Oma4545

Yes, you will. In the sim the hardest part isn't flying. It's the profiles, and callouts etc. study those and you will be fine when the time comes. Don't sweat it

moflyer

The CRJ is full AQP and consist of a maneuvers validation, knowledge validation and a two leg simulated line flight. The hardest part is the manuvers validation, it is where most of the emergencies and abornormals are performed. If you get the ERJ, I'm not sure if it is full AQP or still a standard type ride. I went through last October and did a full type ride. It is important to take time off from studying and enjoy a weekend. When I started here they would positive space you home every weekend or if you had days off during sim.

Blackwing

Don't forget Cat II approaches...those tend to blow some peoples' minds.

Turbosina

Yup, single engine ILS to mins to a missed is part of the MV.

It's not hard actually. When single-engine, I found the airplane easier to handle because you're not flying as fast!

I found V1 cuts with the wx at minimums to be one of the hardest maneuvers to get right. The trick is, do NOT rotate when your PM calls "Rotate." Keep the airplane on the runway until you've straightened her out with significant rudder. Only once you are tracking straight, should you rotate. If you rotate before you've got the correct rudder input, she'll start a wild rolling motion as soon as you rotate, and all bets are off.

Overall the training includes:

Basic indoc test (if you fail this, you probably shouldn't be allowed to drive a car, let alone fly a jet)

Systems Validation -- gave me nightmares but ended up being far easier than what they prepare you for

Procedures Validation -- done in the sim, technically with no motion. I can't imagine how anyone could fail the PV.

Knowledge Validation (the oral) –– not easy by any means, but there won't be any surprises on it. They don't expect perfection but they do expect you to have a pretty good grasp of the material. That said, if you asked me right now what the max landing weight of the CRJ-900 is, an aircraft that I haven't flown in nearly a year, I couldn't possibly tell you without looking it up...

Maneuvers Validation -- this is where it gets tough. V1 cuts, 30-kt crosswind landings and takeoffs, wind shear, engine fires, single-engine work, you name it.

LOE – much, much easier than the MV. Two simulated line flights with some surprises thrown in.

Honestly the hardest part, coming from Part 61 instruction, is figuring out how flows and checklists integrate, and memorizing the flows, profiles, and callouts. Also figuring out how to work in a multi-crew environment. But like I said, the instructors are there to help you succeed. Just put in an honest effort and you'll be fine.

I remember jumpseating on a few orientation flights (VERY HELPFUL) prior to going to sim. At the time, the speed at which the crews did their flows, checklists and callouts seemed nothing short of magic to me. Now, after a couple years on the line, especially with captains I've flown with a lot, I can imagine how a newbie sitting in the jumpseat would be utterly confounded at the speed with which we can rip through an originating, pre-start, engine start, taxi, and takeoff check. But it feels entirely natural now....

Porsche77

Thank you!