PotatoChip

I don't know of a modern commercial jet that doesn't use reduced thrust take offs.

kfahmi

They're airplanes. By definition they are all fun to fly

Jersdawg

The -700 is a great performer down low. It starts to labor a bit in the flight levels, but it'll keep a high speed climb going nicely.

Jersdawg

It's also got some stiff legs on landing, it's inconsistent upon landing. Handles a crosswind just fine though.

bonesbrigade

My personal technique is at 10,000ft engage vertical speed, roll the wheel to +1,000fpm and just hold that... it'll take you up to nearly the barber pole initially, but then as you get into the high teens and low 20s the speed has decreased to our 290KIAS profile speed. By going about it this way it seems like I'm able to maintain the energy much better. If you keep 290KIAS all the way up, it seems like by the early 20s you are already at 500fpm, and to hold that rate beyond about 23k or so you are going to sacrifice speed to maintain that minimum climb rate. The other technique allows you to hold 1,000fpm at 290KIAS and above for much longer.
Also I don't have to constantly fiddle with the VS wheel the entire time.
Speed mode doesn't work too well once you pass above the high teens, especially in turb.

web500sjc

Go to SNA, won't get any Flex thrust, just max thrust.

Speedbird2263

My personal technique that works well in all three variants is to use pitch mode once settled into profile speed past 10,000'MSL. I adjust pitch down a half degree 2 -3 times on the CR2&7, 2-4times on the CR9 and that usually works well all the way up to cruise altitude and also keeps profile Mach through transition. On days with positive ISA deviation and high gross weight I would have to transition from pitch back to VS mode with 500fpm selected and simply accept the deviation(within reason of course) from profile speed. In terms of hand flying, the 200 in the terminal area compares to driving a nimble sports car, very light and responsive. CR2 Low energy go-around leaves much to be desired and is more akin to a soft-field take off in a C172, however the 7&9 will power right out of a Low energy go around in comparison. The CR7&9 are heavier on the controls but still handle nicely, albeit with more deft use of pitch trim. In the transition to flare the CR2 is vastly different from the CR7&9 due to approach angle(no slats on the CR2) and a nice touchdown on the CR7&9 IMO can be consistently had if you pay close attention to the rad alt through 20 feet and consistently transition eyesight to far end of the RWY and hold pitch for desired rate below 10. Most folks that continue to significantly pitch up below 10 will get a firm landing due to rotating the mains on to the RWY(CG is quite aways ahead of the mains). The CR2 is much easier in that respect because it has trailing link landing gear which helps to further ease firm landings, although the Ground Lift Dumping system(read spoilers) will never really allow a true greaser on the CR2.

-2263

Hilltopper89

And compared to an F-16. I recall 50,000 fpm.

Yazzoo

The CRJ-200 rolls at 720 degrees/second


...just throwing that out there

Moonwolf

My landing are always smooth.