Although I disagree about people using too much rudder on V1 cuts I've heard Saab guys use too much aileron as they aren't used to near centerline thrust. ...the most forgiving landing gear in the world. Anyone can make a good landing in the CRJ.
As long as you delay your rotation until you get the amount of rudder in you'll need, V1 cuts are cake. Take your time getting it climbing and you'll be fine. Also, the 200 has a very forgiving gear. The 700/900... not so much so.
- The -200 needs the power out at 50ft, dive down and flare smooth.
Don't do this. Diving is bad. You probably won't have a problem in the RJ, but if you carry this trait to bigger planes you'll risk taking out the approach lighting with the gear.
Just pick a spot on the runway, hold the nose down until you are at about 15 feet (right after the computer calls 20), and slowly pitch up to just more than level. The plane lands 3 pointed almost. You'll start to get a feel for when to pull the power eventually, but about 1/2 at 50 feet and then the rest between 40 and 20 will work well most of the time.
- If you are fast in the -200 by 5-10knts at 500-1000 foot with the right power setting just give it a few minutes the speed will come down. Don't go below 55% for more than a second once your below 500ft even if you are a little fast, stupid engines take forever to come back up (sometimes one will come up and the other is a good 3seconds behind). When you screw this up because you jumped 15knts and went back to idle (like the saab) and you're trying to get the power back, lower the nose a little to keep the speed. The engines are coming they just take a while
This is good advice in any plane. Don't pull the power to idle once you are configured and stable unless you are landing. Accept increases in airspeed but don't unspool the engines past a certain point.
- Get used to being busy on the power levers during the climb, and match them up so we don't have to listen to the stupid "waa-waa".
Yes please be the guy that hears that and takes care of it. You don't have to worry about it on the 700 with FADEC, but on the 200 you will be constantly syncing the thrust levers.
- I've learned to finger bang the FMS like a pro, just keep doing your J pattern and try to figure out any shortcut you can. I do the Flight page, then go to Acars and get ATIS then PDC (that order), when the atis comes in I goto the perf page and enter temp (remember runway you are using), then go back and get clearance. Goto dep/arr and put in departure, fix (if needed), then runway. Perf init page one with fuel (without the planned zfw, that's stupid to do) pg 2 winds, pg3 dept time (estimated). MFD and Radio's. Go back and set up departure runway and APU ON (this time of year) on config, goto second page of load and get in the fuel, hit legs, announce "legs ready". If the Capt doesn't care to do legs do them yourself and then open up acars again you'll be on the loadsheet page ready for the cargo load.
A lot of that is company specific. PSA doesn't have some of the pages you mention there. They also have some other pages you didn't mention. The FMS will be one of the toughest things to learn. Just memorize some sort of flow that covers the required items and then as you gain confidence, you'll start to figure out where other stuff is.
- Bring the power up slow (and down slow), move the spoilers between detents slowly, and don't yank and bank. Compared to the 340 this thing is very roll sensitive, remember that less is more. Make sure you line up that nose with the runway prior to touchdown and you might slam it a few times, just don't land 3500ft down the damn runway.
Yes. Yes. And yes. Be gentle. Remember that the plane was origionally designed much smaller (a Challenger) so a lot of the systems are not right sized for the CRJ size. The engines, the air conditioning and the control surfaces are prime examples.