How do I fly the Aerosoft CRJ in MSFS?

To fly the Aerosoft CRJ in Microsoft Flight Simulator, power it from cold and dark, initialise the FMS, enter matching fuel, weight and performance data, start the engines, then manage thrust manually through take-off, climb, descent and landing. The crucial difference is that the CRJ has no autothrottle.

This workflow applies broadly to the CRJ 550/700 and 900/1000 packages. Use the build and manual supplied for your simulator edition: MSFS 2020 and MSFS 2024 can differ in package compatibility, EFB options and flight-plan import even when the cockpit procedure is unchanged.

What makes the Aerosoft CRJ different?

The Aerosoft CRJ demands more manual speed, thrust and vertical-path management than a typical Airbus or Boeing add-on.

What should I configure before departure?

Calibrate the throttle and reverser ranges before attempting a full flight, because bad axis calibration can make the engines remain above idle or prevent reverse thrust from working.

Use the CRJ's EFB calibration controls where provided, then check MSFS for duplicate assignments. A mistake we see constantly is a combined throttle axis remaining assigned alongside separate throttle-one and throttle-two axes. Disable assistance features that manipulate the throttle, rudder, checklist or aircraft controls without your input.

Can I use the MSFS World Map or SimBrief?

The World Map can select airports, parking positions, weather and procedures, but every route leg must still be verified in the CRJ's custom FMS. Our guide to building and checking an IFR route with the MSFS flight planner covers the initial planning work.

For realistic fuel, payload and route data, prepare a plan using our SimBrief flight-planning workflow for MSFS. Import a company route only when your installed CRJ build supports the generated format; otherwise enter the route through the CDU. Never assume that a route visible on the World Map has populated the aircraft correctly.

How do I fly the Aerosoft CRJ step by step?

A complete CRJ flight follows this order: establish electrical power, initialise the FMS, calculate performance, start the engines, configure for take-off and then manage the aeroplane's thrust and autopilot modes through the approach.

1. Power the aircraft. Set the parking brake or chocks, switch on the battery and establish external or APU power. Configure the generators, displays and inertial-reference equipment according to the supplied checklist. Allow position alignment to finish before relying on FMS navigation.
2. Enter the route in the FMS. Set the aircraft position, origin, destination, departure runway, SID, en-route fixes, STAR and approach. Activate and execute the route, then inspect the LEGS pages. Remove genuine gaps, but do not blindly close a discontinuity associated with radar vectors or a manual leg.
3. Load fuel and performance data. Enter the actual payload, fuel, cruise altitude and required performance values. Confirm that the EFB, FMS and aircraft indications agree on weight. Select the calculated flap setting, stabiliser trim and V-speeds for that particular CRJ variant; speeds copied from another flight or model may be unsafe.
4. Prepare for engine start. Close the doors, switch on the beacon and configure the hydraulic, bleed-air and air-conditioning systems using the aircraft checklist. Set the initial cleared altitude, navigation source and flight-director modes before taxi rather than trying to fix them during the take-off roll.
5. Start each engine. With a valid pneumatic source available, configure the packs and bleeds for starting and press the selected engine's start control. Once N2 is established and stable, move that engine's thrust lever from SHUTOFF to IDLE. Check ITT, oil pressure, N2 and generator indications before starting the other engine, then return the bleed and electrical systems to their normal configuration.
6. Taxi and complete the take-off checks. Test the brakes, flight controls and nosewheel steering. Set the calculated flaps and trim, verify both engines and check the navigation source shown on the PFD. Use small thrust changes while taxiing; the engines can take time to spool down after a large input.
7. Take off with manual thrust. Line up, press the TOGA controls to obtain take-off flight-director guidance, then advance both thrust levers until the commanded take-off thrust is set. TOGA does not move the levers for you. At VR, rotate smoothly; raise the landing gear after confirming a positive climb and follow the selected departure guidance.
8. Engage the autopilot after stabilising. Wait until the aircraft is above its minimum engagement height, properly trimmed and following the flight director. Select NAV when the FMS route should control lateral flight. At the acceleration altitude, retract the flaps on schedule, set climb thrust manually and use SPEED mode to hold the chosen climb speed.
9. Manage cruise and descent. Adjust thrust to maintain the required cruise speed and watch the active modes across the top of the PFD. Before the FMS top-of-descent point, select a cleared lower altitude and command the descent yourself. A useful starting estimate is about three nautical miles for each 1,000 feet to lose, with extra distance for slowing and configuration.
10. Configure and land. For an ILS, enter and identify the localiser frequency, set the inbound course and change the active navigation source to LOC1 before capture. Intercept from a sensible angle and below the glideslope, then arm APPR. Extend gear and flaps at the appropriate speeds, disconnect the autopilot in accordance with the operating procedure, and land manually. After touchdown, reduce thrust to idle, use reverse thrust and brakes as required, and confirm that the ground-spoiler system has operated.

Why will the CRJ autopilot not follow the route?

The CRJ normally ignores the route because the FMS plan is not active, the PFD has the wrong navigation source or another lateral mode remains in command.

Read the active mode annunciations at the top of the PFD; illuminated panel buttons only show what has been selected or armed. Check these common failure points:

• The aircraft stays on heading. Confirm that the source is FMS1 and that NAV is armed or active rather than HDG.
• It turns towards an unexpected fix. Inspect the LEGS page for an unexecuted change, wrong direct-to selection or route discontinuity.
• NAV will not capture. Use heading mode to establish a reasonable intercept angle and course before arming NAV.
• The autopilot will not engage. Centre conflicting control inputs, trim the aircraft, confirm the flight director and yaw-damper configuration, and ensure that the aeroplane is above the permitted engagement height. Our autopilot engagement troubleshooting checklist covers the wider MSFS causes.
• The aircraft reaches top of descent but stays level. Select a lower altitude and start the descent manually; the displayed vertical profile does not provide a fully coupled descent.

Why does SPEED mode not control the throttle?

SPEED mode holds airspeed by changing pitch, while the pilot remains responsible for engine thrust. In a climb, insufficient thrust produces a poor climb rate because the autopilot lowers the nose to protect speed. Adding thrust lets it pitch up and climb faster.

Vertical-speed mode does the opposite: it prioritises the selected rate and can allow an overspeed or underspeed. Choose SPEED when airspeed protection is the main concern; choose vertical speed when meeting a modest descent target, then adjust both thrust and rate while watching the speed trend.

What is the best first flight for learning the CRJ?

A short clear-weather sector of roughly 150–250 nautical miles, ending with an ILS, provides enough time to practise every major CRJ system without creating a long workload.

Choose a simple departure with few altitude constraints, use FMS navigation during the climb and practise the change from FMS1 to LOC1 before the ILS. Once that sequence is reliable, add complex SIDs, arrival constraints, manual vectors and RNAV approaches one at a time.