this is a very few select people. It’s nit that hard to go ERJ-CRJ. Just do some prep and studying.. (fly with the AT off, study V1 cuts and go arounds.. ). Plenty of guys have done it. You have the 1%’rs
on here popping popcorn..

I’ve been through both, this is literally spot on. I will say, I’m getting a little tired of the “ERJ pilots can’t upgrade on the CRJ because they’re permanently lazy” BS because one ERJ FO couldn’t fly a go-around from the left seat of a CRJ.

How about that CRJ FO to CRJ CA out of SFO having go-around issues?

The company just awarded an upgrade for a bunch of ERJ FO’s. We had plenty of CRJ CA transitions that struggled through ERJ training, specifically the old timers not correctly utilizing the FMA.

Exactly. I fly with plenty of old timers on the ERJ that aren’t fully comfortable with the automation. Given a descent in cruise? They’ll use VS 100% of the time because FPA or just forcing the VNAV into PTH is just black magic.

For most ERJ newhires, it’s their first jet and because the automation will do everything for you, they never build those habits that are essential to flying a jet with less automation—like watching your airspeed like a hawk and descent planning. To be fair, the ERJ has its own gotchas that one must learn to be watchful for, like VNAV trying to screw you on certain arrivals if you haven’t set it up exactly right.

The ERJ to CRJ transition issues have been standing throttles up on any climb MANUALLY and watching your airspeed. CRJ has a tendency to have the airspeed sink on you fairly quick if you’re not monitoring your V/S. You simply need to continually adjust your V/S. Nothing else has been an issue for the most part, the training department is aware of those bad transition tendency’s and have already adjusted accordingly.

Or use a different vertical mode. [emoji2369]

Speed mode in the CRJ will oscillate like crazy
VS mode is pretty much required on the 7 and 900 to keep it 1400fpm or less compliant at altitude
Pitch mode was my personal favorite.
You just have to make sure you monitor your speed more on the CRJ, first because it bleeds off easy and you don't have the auto-throttles to back you up and secondly, at altitude you cannot fly .67 as you can on the ERJ. The 7/900 gets really uncomfortable to fly bellow .74 at FL370

SPD + TURB in the climb up to 30ish and then VS to TOC is the pro status climb mode.
I personally found anything lower than .76 in the 900 to be too slow above ~32k. They just love to live at .78-.81

500FPM VS above FL200 is the master status climb mode. Let the speed build/run up as much as you can and then run back letter. Speed mode is worthless above 20k, but you're right that TURB does help make it slightly less awful.

Anything slower than .75 in a heavyish 700 or 900 above FL300 will put you at risk of getting a friendly little acars message from SGU to "check speed" and a phone call from your chief.

Climbing at profile of .74 will put you above 1500fpm too.

I noticed some people on the seniority list that were ERJ FO to CRJ CA are now CRJ FO. What happened? Is the company allowing people to downgrade if they want? Was this forced?