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About Ak47e6

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    Flight Student - Groundwork
  1. As stated in real life there is also an enormous amount of pitch down when going from 20 to 45 so that is correct I would not change it. Irl it does require a substantial amount of retrimming once the flaps reach your desired setting. Remember that in transport category aircraft you are trimming for speed so every time you change speed you have to re trim. Also during flap movements the center of lift moves farther back which causes a larger distance between the center of lift and the center of gravity thus a nose down pitching moment.
  2. It's an automatic logic function built into the SSCU ( spoiler stabilizer control unit). In the real aircraft there is a pronounced nose down pitch moment during flap extension so if that's what is happening then I would say it's simulated correctly.
  3. In the real aircraft there is a large pitch change during flap extension. The aircraft has an auto trim function that happens automatically when the flaps are moved between 0 and 20 to help with the pitch. The SFECU sends signal to the SSCU to control the auto trim during flap extension.
  4. No problems without Hydraulics

    The hydraulic switches are for the electrical hydraulic pumps which only come on in the auto mode when the flaps are out of 0 for 1,2,3b pumps. If you had 3a on (there is no auto for 3a) then you would have system 3 pressure and since the engines were running you would also have the system 1 and 2 engine driven pumps on. The only way to turn the engine pumps off is to close the hyd sov.
  5. Boost pump logic

    Issue after starting an engine. The opposite side engine that is secured has its boost pump turn off and the running engines boost pump goes into standby what should happen after an engine is started the secured engines boost pump should remain on and since both boost pumps always work together when their switches are pushed in the running engines boost pump also remains on. Once both engines are running boost pumps go into standby mode as motive flow supplies fuel pressure see attached picture of rw crj with right engine running and boost pump switches still pushed in
  6. Retract/Extend Flap Speed on Speed Tape

    Green bar is just a reference that was required for type certification and represents 1.27 above the stall speed. There are no flap reference speeds. The high speed cue will appear as flaps are moved to indicate upper limit of flap speed. The speeds we use are 230 for 1 and 8, 210 for flaps 20 185 for flaps 30 and 170 for flaps 45.
  7. Garyo

    That is correct see below excerpt from our on. See note in shaded box indicating the flaps must be moving out of 0 for the HYD ACMP to turn on in auto mode
  8. Small Systems Issues

    Sorry last note on what each of these pictures represents. 1. Picture one is just after starting the right engine with the left engine still secured and boost pumps still on. In the sim if you start the right engine the left engine boost pump turns off which it should not. Also no fuel in the center tank so the center tank transfer SOVs are closed. In the sim they always show open. 2. Picture two shows the duct pressure at 45 not 30 as depicted in the sim. Also in the picture the right engine is running but the APU is still supplying bleed air which is correct as the APU has bleed air priority on the ground. In the sim the bleed air transfers as soon as the engine is started 3. Picture 3 shows the right engine running and the left secured with the boost pumps now off which is SOP to turn the boost pumps off during single engine taxi to prevent fuel imbalance. 4 picture 4 is not a great picture but is the aircraft with batt power only. As you can see the DC ess tie is open and the DC ess bus is not powered with batt power only ( just the batt bus and the hot busses should be powered with batt on) In the sim the batt powers the DC ess bus which is not correct. 5 picture 5 is the list of caution messages after ac power is first established. As you can see the main and scavenge ejector messages are inhibited with the engines shut down. In the sim they are posted which they should not be. Picture 6 is what is posted on the status page just after ac power is established 7. Picture 7 shows the hydraulic page and with system 3 only pressure all the ail, rudder and elev are listed in white and all others in Amber. In the sim the ail, rudder and elev are shown in Amber on systems 1 and 2 when system 3 is powered 8 picture 8 shows boost pumps on with both engines secured right before engine start 9. Picture 9 shows the auto xflow light come on in the overhead during auto xflow. Currently the sim does not do that 10. Picture 10 shows both engines running. Boost pumps turn white indicating they are armed to turn on if low pressure is dented in the main ejector.
  9. Small Systems Issues

    Here are some screen shots of what things should look like
  10. Small Systems Issues

    First great job love the product, have some system notes that may help improve the realism. electrical on the ground with DC power only (ac power not established). The DC ess tie does not close and thus the DC ess bus is not powered with bat power only. Only thing that will power the DC ess bus on the ground with DC power only is if the ADG handle is pulled then the ess tie will close and allow the bat bus to power the DC ess bus Fuel 1. after starting an engine, for some reason the opposite side boost pump turns off and a low fuel pressure caution message is posted even though both boost bumps are still selected on. Both boost pumps should remain on until both engines are running and motive flow is established then they go off. 2. The main and scavenge ejector caution messages should be inhibited when the engines are not running 3. The center tank transfer sov show open all the time even if there is no fuel in the center tank. They also show open when the engines are shut down which is not possible as they are driven by motive flow 4. During an auto xflow the corresponding switch light in the overhead does not come on. bleed air 1. The bleed duct pressure should be regulated to 45 psi not 30 psi hydraulic 1 on the hydraulic page when only system 3 is powered the ailerons, elevator and rudder should show white under all 3 systems as #3 powers all of their PCUs. Currently 1 and 2 show them as Amber even though system 3 has pressure pressurization 1. System does not respond to manual mode inputs ( may be beyond the scope of this simulation) enviromental 1. Lowering the temp cools the temperature however there is no change in duct temp. You can set 20c and the cabin will cool however the duct temp stays at 30c ( may be beyond the scope of this sim) Ice. 1 on the ground with the engines off I get the ice caution message and the ice light on the overhead is illuminated constantly 2. Wing cross bleed does not command the valves to the correct position ( may be beyond the scope of this sim) stab trim 1. There should be a 60 second delay after establishing AC power until you see the stab trim numerical value and stab trim and Mach trim caution messages are posted. This is due to SPOST1 running. Great job simulating SPOST 2 Source selectors when selecting ED1, ED2 should go blank and all pages are selectable through the ECP on ED1 FIre push switch looks like it only arms the squib. Should also close the hydraulic sov, fuel feed sov, turn off the gen, close the bleed valve FDR should show FDR status message with engines running and beacon off
  11. blank backup adi

    Same issue with blank standby adi. Where are the updates? thanks
  12. Elec priority in the CRJ is 1. Onside IE gen 1 powers ac bus 1 2. Inside APU powers the bus 3. Cross side gen 2 powers ac bus 1 if gen 1 and the APU is off 4. Outside (external power). So external power is disconnected as soon as any other power source is brought on line.
  13. If you're fms is defered and you are green needles start descent at 3 x altitude to loose then add 5 miles to slow to 250 and 4 miles for every 1000 feet below 10k. Vs will be half your ground speed plus a 0. So if you are at 20k and need to go to 8k at 400 kts gs you would start a 2000ft/min descent 49 miles from your fix. As you descend into thicker air and gs/tas slows adjust your descent rate accordingly.
  14. Follow the snow flake and us the VS indicated on the MFD. Then use the banana bar to make sure you will hit your point. If you need to slow put the banana bar 5 miles on the same side of your point to slow from 300 down to 250. On an arrival I will normally program a user point 5 miles on the same side as a fix to get a better vnav profile so I can slow down. Going to out stations build a point 30 miles out at 10k.
  15. Hey just wondering if the stab trim/Mach trim switches will be modeled in a future release. I understand not modeling the pitch/roll disconnects or the roll sel priority. I have never had to touch those in real life and in fact have never had it come up in AQP either. The stab trim/mach trim however must be reengaged every time we power up and during FFOD checks we check the stab trim disconnect button is working as well.