Well, since Stan has dropped off the planet, I decided the compare and contrast was over.
So, I'll toss the updates in this thread now for those that want to keep reading.
Monday night was Sim #7. Which could also be referred to the "how to use the CRJ in crappy weather" sim. Started off with an airspeed stagnation due to windshear on the takeoff roll for an aborted takeoff. Reset at the runway, two engine climb and windshear during the climb. Take it on up to 10K in t-storms. Cleared to join J-24 (or something like that), but there was a nasty t-storm right on the airway. So, I asked for a 10 mile deviation, got the approval, plugged it into the FMS and used the radar to make sure I was still gonna miss it. So, after that on to my nemesis.....stalls. I'd been having a bear of a time with these and I told the instructor beforehand that I wanted to work on them. This was a different instructor than our previous 5 sims, and he fixed my stalls! I managed to do all the stalls +/- 50 ft, whereas before I had been off by as much as 200 ft. So, that's more or less in the bag now.
After the stalls, we were repositioned to FL350 and got the dual engine flameout. Key to this KEEP THE AIRSPEED ABOVE 240 UNTIL READY TO RE-LIGHT. When you get to the re-light altitude (FL210), KEEP THE AIRSPEED ABOVE 300. Do those, and the odds of getting a windmilling re-light are very probable. Keeping the airspeed up keeps the N2 spinning, which is what is believed the guys on 3701 did not do. Got the re-light, told to expect vectors for VOR/DME 18R into MEM. Set up for the approach, flew the approach almost to the appraoch lights and.....WINDSHEAR! WINDSHEAR! Actually, it was a friggin microburst. Had to fight it to stay level and then climb, but managed it okay. I got the printout after the sim session, and I had about 10 degrees nose up during the shear. Looking at the printout, that and max thrust was needed to keep me from descending!
Another normal takeoff, and we were vectored around for the visual approach to 36L backed up with the ILS. If you fly it like an ILS, it's not that different. Then we did another visual, this time without the ILS. This one's a little trickier. You CAN use the FMS to sorta set you up with an indicator that resembles a glideslope, you just have to remember that it takes you to the threshold, NOT the touchdown zone. So you have to ignore it once you can get the 3 degree glideslope going. Did a go around from that one, and vectored back for another visual. Then we get a "Flaps Fail" message. Run the QRH and normal checklists, notify who we need to and come back around for a no flap landing. Approach speed = 177 kts. Takes shear force of will not to pull the nose up too much and either takeoff again or float 1/4 mile down the runway.
There was a radar failure thrown ins somewhere that got us back on the LOC for 36C. Approach was nothing new, but the landing was with a 27 kt crosswind. That was a bit interesting, but I got 'er down on the runway and kept her there.
Next sim is.....who knows. That was SUPPOSED to be Sim 10 (the last one) for me with my checkride on Sat or Sun and LOFT on Mon. But since 3 of my earlier sims were cancelled by scheduling, I have no idea what's going on. The only complaint I have so far is the people that do the scheduling for the sims are pretty....um, bad. I've heard "we're not gonna change your checkride date" and "let me look at it and get back to you" more times than I care to count. I wind up calling them back and getting nothing. Our instructor the other night was told we were on sim 10, so apparently the people in scheduling don't do a very good job communicating with each other, much less us poor trainees. So, now it looks like the days set aside for my checkride and LOFT will be my last three sim sessions, and my checkride and LOFT will be scheduled in the mythical "sometime." Basically the plan my sim partner and I have is to call them once each every day until something is done. Every day they delay is one day my insurance for my family gets pushed back.....