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About Ak47e6

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    Flight Student - Groundwork
  1. Retract/Extend Flap Speed on Speed Tape

    Correct because we use the 700/900 company set flaps 20 speed at 210 which was the lowest comman denominator between the two aircraft. That way we didn't have to remember 2 sets of flaps speeds
  2. CRJ HYD

    The stab and flaps are electric and work with no hydraulics. No other surfaces can move without hydraulics.
  3. CRJ Fuel Pumps

    Sorry I meant to say BOOST pump only supply fuel to the engine when there is low motive flow.
  4. CRJ HYD

    You got it sir. No mech connection to the actual control surface just to the pcu. With no hyd pressure the pcu can't do any work. Those Canadians aye.
  5. CRJ Fuel Pumps

    I would say there are several bugs in the fuel system. Although only the left fuel pump would come on during battery only power and the pump on the synoptic page should turn green. My question is why are you turning the fuel pumps on when you turn the battery on? The APU has its own pump which is turned on via the power/fuel switch. The engine pumps only provide fuel to the engines when there is low motive flow fuel pressure. Once the engine driven pump is on it provides fuel pressure to the ejector pumps and the Boost pumps go into standby mode
  6. CRJ HYD

    Yes. I can and I will. With the engines off and no ACMP operating you will not be able to move any alierons, rudder, elevator or any of the multi function spoilers or ground spoilers. The rudder alierons and elevators are moved by moving the control wheel which through cables moves a valve body to direct hydraulic pressure to the actuator to move the surface. With no hydraulic pressure you can move the controls all day long which will move the valve body but if there is no pressure then nothing will happen as there is no fluid for the valve to port to the actuator. On the spoiler side same kind of deal except the valve moves in response to electrical signals from the SSCU and not cables
  7. APU and AC Packs on the ground

    If you taxi single engine and you shut the APU down then the running engine bleed valve does open along with the isol valve to supply the manifold with bleed air. Also the 700/900 regulates bleed air to 45psi and the crj200 is to 30psi. Currently the sim is at 30psi
  8. APU and AC Packs on the ground

    How it is now 1. When you start an engine that engine bleed valve opens and supplies the bleed air manifold with pressure at the same time the APU is supplying bleed air. The real system has an interlock protection logic which will never allow the engines and the apu to supply the manifold at the same time what should happen (auto mode) 1. after an engine start the engine bleed valves should remain closed when the aircraft is at weight on wheels (wow) and the apu supplies the manifold with bleed air. Once the APU is shut down the APU LCV closes the isol valve closes then both engine bleed valves open. If the APU is kept on for take off then once the aircraft is weight off wheels, thrust out of toga and flaps 20 or less then the APU lcv closes isol closes and eng bleed valves open. 2. On the ground if APU is on and wing and or cowl anti ice is turned on then the APU lcv closes isol closes and eng bleed valves open 3 in the air if the APU is turned on in flight the eng bleeds close and the APU lcv and isol open when the approach bit is set (when the gear is down and or flaps greater then 20. ) 4 once on the ground and you start the APU on the ground the eng bleeds close and the APU lcv and isol valve open This is all in auto mode. To summerize the APU and the engines can never supply the manifold withbleed air at the same time nor can the APU supply bleed air for anti ice. This is called interlock protection. On the ground APU always has priority until it is shut down. In the air the function as per described above
  9. CRJ HYD

    Respectfully that is not correct only the flaps and stab trim run off electric motors. The alierons rudder and elevators are moved by hydraulic power control units which receive inputs from the cables but with no hydraulic power moving the cables will cause no move to control surfaces. The multi function spoilers and ground lift dump are electro hydraulic. The SSCU receives input from various systems and sends electrical signals the the power control units to use hydraulic pressure to extend the surface however hydraulic power is still needed to move the controls.
  10. APU and AC Packs on the ground

    You are correct APU will supply bleed air on the ground with the engines running in auto mode unless the cowls and or wing anti ice is turned on, then the apu lcv and isol close and the eng bleeds open. Once the apu is shut down on the ground it will transfer to the engines, if you keep the Apu on for takeoff it will transfer in auto mode to the engines when the takeoff bit is set as you described below. Not sure if aerosoft intends to simulate this though but you are correct
  11. 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.
  12. 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.
  13. 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.
  14. 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.
  15. 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