JRBarrett

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About JRBarrett

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  1. Hotfix 1.0.6

    The sounds that are missing should have been part of the 1.0.5 full installer, and having 1.0.5 installed first is a pre-requisite for the 1.0.6 patch. It might be best to fully uninstall the CRJ from your system, then re-run the 1.0.5 installer (as administrator). That should add the new sounds. Then you can install the 1.0.6 patch.
  2. Would you not also have the pitot heat caution messages at the gate? On the 200, those will be present prior to engine start with the heat switch "off", but it may be different on the 700/900. The probes are partially heated on the ground even with the switch in the off position, and will automatically go to full heat when airborne regardless of the switch position, but I believe the message should be present - at least before engine start. Our company SOP is to leave the switch "off" until taking the runway unless icing conditions exist. Jim Barrett
  3. Sorry but this plane for 50$

    There is no question that the Aerosoft CRJ has suffered from problems with its LNAV implementation, which the developers freely acknowledge. It’s much better in recent updates. However, the PSP approaches are not ever going to work, for good reasons. The two RNAV approaches at Palm Springs are RNP, which use curved AR leg segments. No r/w CRJ is authorized (or even capable) of flying either approach. In fact, the only approach at KPSP that appears in the FMS of an actual CRJ is the VOR/GPS B. I just verified this in a CRJ I maintain. RNP approaches require the aircraft to fly curved (not straight) leg segments, and to maintain a continuous and very precise vertical descent. The FMS and autopilot in a CRJ is not capable of doing either... The problem is that the Navigraph and Aerosoft FMS master database files typically contain EVERY possible approach for every airport, since they are intended to be used by dozens of different add-on aircraft. In the case of the Aerosoft CRJ, you definitely need to check the printed approach chart for a given airport and runway before trying to load a particular approach. If you see the letters “RNP” on a specific RNAV chart, don’t try to fly it. Standard (non RNP) RNAV approaches should be OK. The engine start sequence is accurate insofar as the steps one follows to perform the start, but you are correct that the N1 and EGT rise is too quick - most likely because the aircraft is using the standard FSX/P3D SDK engine interface, which is well known to be inaccurate for turbine engine starting. The only solution would be to model the engines external to the base sim code - but that is probably too much to expect for a $50 simulation. Graphics are a matter of personal opinion. They look fine to me on a 4K monitor, but your experience may be different. The sounds seem good to me. The predominant sounds on CRJ flight deck are the powerful avionics cooling fans - which are very accurately emulated in the sim. When the main entrance door is closed, the APU can barely be heard in the cockpit. My biggest issue with sound is that the motorized external GPU cart is much too loud by default, but that can be reduced using the CRJ manager. I don’t use the crew or cabin sounds option, so I can’t speak to that. Not sure what you mean by “sweeping” power levers. I use standard CH hardware throttles, sent directly to P3D (not via FSUIPC), and have never had any problems on the CRJ or any other add-on.
  4. It requires a hardware upgrade from Collins Proline 4 (which is the default avionics system in all CRJs) to Proline 21. There is an upgrade path to retrofit Proline 21 in a CRJ, but I’m not sure which, (if any) airlines have done so. It would be quite expensive, and would involve extended downtime, as there is a lot of equipment changes and extensive re-wiring required. Proline 4 is an early 1990’s design, and the FMS operating software is hard-coded into NVRAM chips on the FMS circuit cards. It can’t be updated or changed in the field, as is the case with more modern systems like the Honeywell Primus Epic which can indeed be updated with new operating software quite easily.
  5. Anyway to silence the GPWS?

    You shouldn’t get the warning at all on a LOC-only approach, as the EGPWS glideslope warning requires the presence of an ILS glideslope signal... unless, of course, you are flying an ILS only to LOC minimums because the glideslope is known (or suspected) to be unreliable.
  6. Anyway to silence the GPWS?

    Deliberately dropping below the glideslope on an actual ILS approach would be completely unacceptable, I don’t dispute that. I am speaking of a fully visual approach in VFR conditions, where there is no regulatory requirement to even tune the ILS, much less fly it - (though some airline SOPs may require an ILS to be tuned [if available] as an aid to situational awareness). In such conditions, the pilot will be primarily making use of a visual approach aid like PAPI. And if no VGSI exists, (or if it is out of service), then the pilot will make a visual approach the old fashioned way - “visually” using his own eyes and brain to determine where the aircraft will touch down. That was the case at my local airport for several months this year during major runway construction. There are many runways where the visual glideslope slope provided by PAPI is not coincident with the runways ILS glideslope, and an EGPWS “glideslope” warning can occur if the ILS is tuned while the pilot is flying the visual g/s. That is the main reason why a button to silence the EGPWS glideslope warning exists.
  7. The approaches you listed are all RNP RNAV approaches. The real CRJ is not capable of flying RNP approaches - The Collins Proline 4 FMS predates RNP by many years.
  8. Anyway to silence the GPWS?

    Most aircraft can silence two specific EGPWS warnings, while leaving critical warnings still enabled. The two warnings that CAN be disabled are the simple “TERRAIN” advisory (NOT the “TERRAIN TERRAIN PULL UP” warning.) The single “TERRAIN” advisory can be triggered when flying level over undulating terrain (a series of hills and valleys) when at or below 2500 feet AGL. This warning is common at certain airports. The second warning that can be inhibited is “GLIDESLOPE”. The reason for making that warning capable of being silenced is that many pilots when doing a visual approach may choose to descend below the ILS glideslope. It is safe to do so as long as the pilot can clearly see his aiming point on the runway visually and can insure that the touchdown will occur safely beyond the threshold. On shorter runways it may give a couple of hundred feet more distance for the rollout than would be available if the ILS glideslope was followed precisely.
  9. And you should NOT use vertical speed in climb - especially not above FL 300. In speed mode, you are protected against your airspeed falling too low - you have absolutely no protection if you use v/s. Trying to "force" a greater climb rate than the aircraft is capable of under the current weight and weather conditions, will lead to what you described... falling airspeed and the need for more and more thrust, because you are on the back side of the power curve.
  10. Freezed Flight Controls etc

    I'm not sure. You would probably have to subscribe to the Microsoft Developer Network to get notifications of updates. AFAIK, the tool will always get the "latest and greatest" versions of all the various MSVC runtime libraries. That's why I always run it after installing new software - just in case an older installer replaces one of the current libraries with an outdated version. One thing to be aware of when running this tool - always run it as administrator, and be patient. It opens a command prompt window when running to show its progress. It will first uninstall all of the existing MSVC libraries, and then downloads and installs the new ones. During the install phase it may appear that nothing is happening - but just wait - you will eventually get a text message indicating that the tool is finished. After running it, if you go to the Control Panel add/remove programs app, you should see all of the Visual C++ X86 and 64 runtimes libraries listed in chronological order from 2005 through 2017. Jim Barrett
  11. Freezed Flight Controls etc

    I use an all-in-one Visual C++ Redistributable installer on a regular basis. It first uninstalls all existing redist files, then downloads and installs every available 32 and 64 bit VC redist directly from Microsoft for all VC++ versions from 2005 through 2017. The program is mentioned in this thread at the Guru3D forums: https://forums.guru3d.com/threads/new-c-installer-released-hassle-free-uninstaller-reinstaller.393405/ The link to download the installer is found in the first post of the thread. I run this at least every couple of weeks, or after installing any new software on my system. Jim Barrett
  12. "PLB" was Plattsburgh VOR in northern New York State. It was decommissioned about 1 year ago. It still exists in the default FSX/P3D scenery, but would not appear in any current FMS NAV database. There does not appear to be a CETTY waypoint anywhere in the world at the present time (August 2017), but like PLB, it probably did exist at some point in the past.
  13. I'm not sure if the lack of airports with runways less than 4000 feet is due to the fact they are not in the actual DB itself, or due to a coded limit in the FMS programming.
  14. That airport would not be found in the NAV database of a real CRJ, so it is not emulated in the sim version. They're trying to make it as realistic as possible within the limits of a mid-priced simulation. Even so, there some things that would not work in the real aircraft that DO work in the sim - like being able to move flight controls without hydraulics - but that may be fixed in a future update. There is nothing to stop you from spawning at that airport and taking off from it, and if you want to fly there from somewhere else, you can always do it the "old fashioned way", by navigating VOR to VOR without the FMS.
  15. You could probably land successfully on a 3100 foot runway in an emergency but it's doubtful you could take off from a runway that short unless the aircraft was completely empty with minimum fuel.