• Content count

  • Joined

  • Last visited

Community Reputation

38 Excellent

About Ak47e6

  • Rank
    Flight Student - Groundwork
  1. Incorrect pneumatic readings when starting engines

    There is a post back on oct23 that explains what is wrong and how it should work but I'll go over it again how the auto mode works on the ground 1. APU and engines off: all bleeds closed 2. APU on engines off: both PRSOV closed ISOL valve open and APU LCV open, pack valves open 3. APU on engine start pushed: APU LCV remains open, isol valve remains opens, pack valves close, ATS (air turbine start) valve opens then closes at started cutout. 4. APU on and R or L or both engines on: Both engine PRSOV valves remained closed, APU LCV open, ISOL valve open. 5. APU on and L or R or both engines on and anti ice turned on ( cowl and or wings): APU LCV closes, ISOL valve closes, Operating engine/s PRSOV opens Then anti ice valve/s opens. If single engine taxi only the operating side cowl and or wing anti ice valve will open. 6 APU turned off L or R engine on: APU LCV closes, isol valve opens operating engine PRSOV opens secured engine PRSOV remains closed. 7 APU off L engine on R engine off and R start pushed: L PRSOV is open R PRSOV closed, pack valves close, isol valve open R ATS opens then closes at starter cut out. Once R engine is on line isol valve closes, R PRSOV opens and pack valves open. As APU was already off the LCV was already closed 8. Take off with APU on both engines running anti ice off: Both engine PRSOV closed, APU LCV open, isol open. Then at Weight off wheels, thrust less then TOGA and flaps less then or equal to 20 the APU LCV closes then isol closes then both engine PRSOV open. 9. In the air if you turn the APU on: Both engine PRSOV open, APU LCV closed, isol closed, then once gear comes down or flaps greater then 20 the both Engine PRSOV close, APU LCV opens, isol valve opens i think this covers all scenarios. In short on the ground the APU always has priority over engine bleed air and can never supply the manifold at the same time as the engine bleed air nor can the APU supply air for the anti-ice. Also the 700/900 regulates to 45 psi in the manifold not 30psi like the 200.
  2. Incorrect pneumatic readings when starting engines

    I don't think the bleed logic is simulated correctly. The APU always has bleed priority on the ground in auto mode when it is on (unless anti ice is turned on). There is another post that goes over the correct logic but not sure if they intend to simulate in future updates
  3. I checked and the only info I found in our system manual is for the ejector caution messages not being posted with the engines off (I.E. The thrust lever in cutoff position). However, I can say 100% that the following caution messages are posted and should NOT be when you are on the ground with the engines off( HYD 1 and 2 Lo press, R and L Main Ejector, R and L Scav Ejector, IB Spoilerons, IB and OB Flt Splrs, IB and OB Gnd Splrs) This is the case with both engines shut down or during single engine taxi as well. I think the trigger is the position of the thrust lever being in cut off vs idle.
  4. I think you are correct. My point is the Hyd 1/2 low press and all the ejector and spoiler caution messages should not be posted on the ground with the engines shut down unless there is a failure.
  5. That is correct. Without hyd 3 on you would get hyd 3 low press and inboard brake pressure caution. Thanks for adding that.
  6. With the aircraft configured at the gate prior to pushback/engine start checklist the only EICAS messages should be the fuel pump caution, Pax door warning, oil press warning. Outboard brake caution and fuel low press caution. If hyd 3 is not powered you would get a hyd 3 low press as well. All the ejector, spolier and hyd 1 and 2 caution messages are inhibited. The plane knows the engines are not on so it won't post those messages. See picture from actual aircraft just prior to pushback check
  7. 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
  8. CRJ HYD

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

    Sorry I meant to say BOOST pump only supply fuel to the engine when there is low motive flow.
  10. 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.
  11. 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
  12. 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
  13. 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
  14. 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
  15. 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.