Fly it with the pitch trim always, that way it will always be in trim...otherwise if you look away for some reason you will be halfway to the moon when you look back.

Use the FD and autopilot whenever allowed; don't try to be manly and hand-fly the sim when you don't have to. It's not a real airplane and you won't enjoy it.

Regarding staying on the runway after Vr...lots of instructors teach that and even if an examiner is not a fan of the technique you can still get away with it for a second or two. You DO NOT want to be rotating at the same time that you are still dialing in directional control on a V1 cut...too many things to do at once. Get your rudder input set first, then rotate.

So then what happens to the regulation of not exceeding your max V1?

like i said it is not good. instructors that teach that are doing a diservice to the guys they are teaching. sure a company check airman may like it, but 9 out of 10 feds will bust you for doing it. sim world and real world are two different things. hanging out on the runway after rotate is taking away your precious altitude that you need to clear the obstacles that v1 was predicated on. try it single engine, flex, heavy, and high density altitude and the rj has a climb rate of about 1000fpm. not very impressive in mountaineous terrain.

at pinnacle the call outs are simple.
nothing is done till the 2nd segment of flight. so its not that hard to keep the plane under control since all you have to do is fly it. nothing fancy, just keep it centered. and you will be fine.

Something else important to remember: what happens in the sim stays in the sim. I'm being serious here, not just parroting some stupid Vegas tagline.

The regulation says that you cannot attempt to stop the airplane on the runway once you reach V1... you are going flying.

I'm not suggesting a significant delay in rotating...I'm suggesting that you take a moment to gain lateral control of the aircraft before you rotate.

What regulation? And what's a 'max V1'?

On a V1 cut, it's already a given that you are going to continue the takeoff...so stopping distance is not in the picture.

I am in complete agreement with the idea that directional control comes first...and rotation second. I've seen far too many V1 cuts where the pilot horsed the jet into the air thinking that this was going to solve his directional control problems.

Bad idea. It's at least a 'do over' and at the worst, a busted check.

The 35' restriction is rarely an issue...in initial training, we are looking for procedural compliance, not whether or not the pilot remembers he's on a 6000' runway vs a 10,000' one. That kind of SA comes later, once basic proficiency is gained.

The PTS also requires that the jet stay over the runway before passing the end...jerk the jet into the air and this is likely not to be the case when the crosswind direction and failed engine side are working against you.

The best advice I can give regarding the V1 cut maneuver is to take everything 'slow and deliberate'. There is no need to jump into the air...get yourself squared away and then...and only then...make a slow and smooth rotation into the takeoff attitude. Then fix any drift due to yaw and/or crosswinds using the runway as reference, not the instruments.

Do that and you are half way home before you get to 35'.

All you have to do for a V1 cut in the CRJ is keep it parallel to the centerline and then 7.5 degrees pitch up, keep the brick centered and thats it, just follow the procedures and call outs. That's it.

At the V1 cut, stick in the rudder req' to maintain CL immediately and LOCK your heel against the floorboard to keep that correction in. This should take about a second and a half. Rotate and fly the Airplane. It makes a V1 cut a *****cat manuever.

Wow it's funny they censored that LoL