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Aerosoft (DA) CRJ Preview (Released)

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20 minutes ago, richcam427 said:

 

From a tester's standpoint, I believe was developed in mind with the FSUIPC ground friction tweak which no longer works (yet.)

 

...which means it comes with the buggy default ground physics... Disappointing.

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Wait.....what!  Can't believe it's actually happening. The culmination of 6 years.....and it's finally here. Can't believe I'm about to say this....

 

....I love you Hans! I love you aerosoft. You are my hero!.....

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1 hour ago, kityatyi1 said:

 

...which means it comes with the buggy default ground physics... Disappointing.

 

 

I believe Hans has made it as good as it can be made. Found this in about 10 seconds with a thread search, although knowing it was there to be searched for helped :)  The conversation is somewhere around page 330, search for friction table.

 

On 18/07/2017 at 7:57 PM, Hans Hartmann said:

There is no such thing as a ground friction model in FSX or P3D. The best you can do is use the friction table function that Pete Dowson introduced in FSUIPC on my request a while ago. But this is a hack and it's only available in FSUIPC 4 but not in FSUIPC 5. So, the ground handling is as good as it gets if you have FSUIPC 4. There's nothing we can do about P3D v4 though. Lockheed Martin may give us documented SDK access to the friction table at some point, but when and if, is totally up to them.

 

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46 minutes ago, JRBarrett said:

 

Keep in mind that the real CRJ is considerably less complex than a 737/747/777 - especially its FMS and autopilot. There are no autothrottles - climbs are performed in IAS mode with FADEC limiting thrust and speed controlled by pitch. On a warm day, with a heavy load, the aircraft is not not a "high performance sports car" by any means - though definitely a better performer than the CRJ-200

 

Cruise and descent require the pilot to manage thrust manually, and monitor it continuously. Don't expect to be able to leave the flight deck while in cruise for a protracted break as you could with more advanced types with autothrottles and full VNAV.

 

The FMS is rather basic in its modes (in the real aircraft). VNAV is "advisory" only, and is really only used during descent. You can see if you are above or below your desired descent profile, but managing that profile is up to the pilot, using thrust and V/S intervention if need be.

 

In other words, the pilot has to think ahead of the aircraft much more than in more advanced types. Complex STAR arrivals with multiple speed and altitude constraints require constant pilot attention - especially when winds aloft are part of the equation - you can't just dial down the altitude upon reaching TOD and relax while the autopilot does everything.

 

There are no auto brakes, and thrust reversers have to be manually armed before landing or they will not deploy when called for.

 

Yaw dampers and mach trim have to be manually selected "on" before takeoff or the autopilot won't engage, or won't function correctly.

 

I think that all onboard systems are accurately modeled. You probably won't find extensive failure modeling as you would with a typical PMDG product, but if you were to use a real CRJ POH to perform all the various system tests that would be required on the first flight of the day, you would probably find that said systems respond exactly as they would in the real aircraft.

 

(Or so I'm told emoji12.png)

 

The real CRJ has some system peculiarities that might be mis-identified as "bugs" by those new to the aircraft.

 

Turning on either electric fuel boost pump also automatically turns on the opposite side boost pump - but you need to insure that both switches are depressed before engine start or you will see CAS error messages.

 

There are no fewer than 4 auxiliary electric hydraulic pumps - 3 of which have both a manual and automatic mode of operation. These have to be set properly before takeoff.

 

The APU master switch only lights up if there is a fault. After pressing it, you have to monitor the system synoptic display to see if the APU is ready to start.

 

One system in the real CRJ 700/900 is actually MORE advanced than (say) the 737, and that is bleed air management. Packs will automatically go offline during an engine start, and come back on after the start is complete. APU and engine bleed air valves automatically sequence open and closed at the proper time without pilot intervention. In that regard, the CRJ is more like a 777.

 

 

 

 

Yes, I want to see all of this in the sim.  I really hope 6 years of Development - we get something which equally competes with PMDG  or Majestic Q400.  Realistic as it gets.  I just do not want some "lite" or "semi-complex" addon.

 

CRJ is my fav plane to fly as a passenger in in real life.

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After so long it's complete! I guess we'll get ready for 99.99% of the aircraft on VATSIM to be CRJ's starting in a day or two. :lol:

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12 minutes ago, seafox said:

 

Yes, I want to see all of this in the sim.  I really hope 6 years of Development - we get something which equally competes with PMDG  or Majestic Q400.  Realistic as it gets.  I just do not want some "lite" or "semi-complex" addon.

 

CRJ is my fav plane to fly as a passenger in in real life.


Without improvements in the ground physics (see newest PMDG aircraft, FSLabs A320, Majestic Q400, A2A) it's just an average stuff in my eyes. I am disappointed that this has not been improved on when other developers managed to successfully overcome the same limitations. Especially that we are talking about an extremely long development cycle. This makes it a no-go for me.

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After so long it's complete! I guess we'll get ready for 99.99% of the aircraft on VATSIM to be CRJ's starting in a day or two. :lol:

 

That's highly likely. Also highly likely that we will probably see some rather "unusual" flight paths as pilots new to the "CRJ way of doing things" get used to operating the aircraft in an online environment.

 

It is NOT as easy to fly as a fully automated aircraft like the 737/747 - the pilot workload is going to be higher - especially in the descent and approach phases.

 

It hand-flys beautifully by the way.

 

 

Sent from my iPhone using Tapatalk

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I was a CRJ 700/900 mechanic for a few years and have been waiting for this for so long! Finally!

 

If you are familiar with the real aircraft and systems, you won't be disappointed!

 

 

Sent from my iPhone using Tapatalk

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1 minute ago, JRBarrett said:

 

If you are familiar with the real aircraft and systems, you won't be disappointed!

 

 

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JUST WHAT I WANTED!!!! YES!!!! 

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It would appear those being familiar with the Q400 operation will be further ahead of the game than many of the big jet jockeys.

 

so I'm happy :)......

 

 

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Hmmm...I better think of some of the paints I may do on her since she seems to be right around the corner.;)   I've done Frontier's tails pretty successfully in the past on the 'Bus....

frogR2.thumb.jpg.b57db58dbd0e28bb07e7950c57de3850.jpg

maybe this should be my 1st CRJ?

597fe0be735bd_CRJFrontier01.thumb.jpg.7149612c86095b373a4d85d97c4fbc5c.jpg

 

It's going to be a bear lining up that eagle, hehe.  And its on the inside of the winglet...which is tricky as well.  Oh well.....whoever said painting was easy? :wacko:

 

 

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It would appear those being familiar with the Q400 operation will be further ahead of the game than many of the big jet jockeys.

 

so I'm happy :)......

 

 

 

Probably a fair assessment - especially in the need to manage cruise speed and descents manually.

 

The FMS is more "jet like" than the Universal UNS-1 found on the Q400 - less of a learning curve will be required for those used to the FMS in other jet aircraft.

 

 

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I'm sorry but can everyone take a second to realize after years and years of development the plane we have admired so much is finally coming out. I just want to give a huge round of applause or what ever you do through the internet to the team who have put so much into this plane. Thank you guys so much, keep up the great work, and I can't wait for tomorrow! :clapping_s::clapping_s::clapping_s:

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4 hours ago, Allbakedout said:

Wow, didn't expect to see that announcement... I can't wait!!! How much will this be expected to cost? (Sorry too lazy to search)

Well - you could just read the whole thread again? :D

 

3 hours ago, JRBarrett said:

 

Keep in mind that the real CRJ is considerably less complex than a 737/747/777 - especially its FMS and autopilot. There are no autothrottles - climbs are performed in IAS mode with FADEC limiting thrust and speed controlled by pitch. On a warm day, with a heavy load, the aircraft is not not a "high performance sports car" by any means - though definitely a better performer than the CRJ-200

 

Cruise and descent require the pilot to manage thrust manually, and monitor it continuously. Don't expect to be able to leave the flight deck while in cruise for a protracted break as you could with more advanced types with autothrottles and full VNAV.

 

The FMS is rather basic in its modes (in the real aircraft). VNAV is "advisory" only, and is really only used during descent. You can see if you are above or below your desired descent profile, but managing that profile is up to the pilot, using thrust and V/S intervention if need be.

 

In other words, the pilot has to think ahead of the aircraft much more than in more advanced types. Complex STAR arrivals with multiple speed and altitude constraints require constant pilot attention - especially when winds aloft are part of the equation - you can't just dial down the altitude upon reaching TOD and relax while the autopilot does everything.

 

There are no auto brakes, and thrust reversers have to be manually armed before landing or they will not deploy when called for.

 

Yaw dampers and mach trim have to be manually selected "on" before takeoff or the autopilot won't engage, or won't function correctly.

 

I think that all onboard systems are accurately modeled. You probably won't find extensive failure modeling as you would with a typical PMDG product, but if you were to use a real CRJ POH to perform all the various system tests that would be required on the first flight of the day, you would probably find that said systems respond exactly as they would in the real aircraft.

 

(Or so I'm told emoji12.png)

 

The real CRJ has some system peculiarities that might be mis-identified as "bugs" by those new to the aircraft.

 

Turning on either electric fuel boost pump also automatically turns on the opposite side boost pump - but you need to insure that both switches are depressed before engine start or you will see CAS error messages.

 

There are no fewer than 4 auxiliary electric hydraulic pumps - 3 of which have both a manual and automatic mode of operation. These have to be set properly before takeoff.

 

The APU master switch only lights up if there is a fault. After pressing it, you have to monitor the system synoptic display to see if the APU is ready to start.

 

One system in the real CRJ 700/900 is actually MORE advanced than (say) the 737, and that is bleed air management. Packs will automatically go offline during an engine start, and come back on after the start is complete. APU and engine bleed air valves automatically sequence open and closed at the proper time without pilot intervention. In that regard, the CRJ is more like a 777.

 

 

 

Interesting. Thanks for the insight... Is it similar to the Dash-8 then?

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Shall we take votes on what late aircraft we will complain about now.

 

Seems it will be a good addition to the sim

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4 hours ago, Allbakedout said: Wow, didn't expect to see that announcement... I can't wait!!! How much will this be expected to cost? (Sorry too lazy to search)

Well - you could just read the whole thread again? 

 

3 hours ago, JRBarrett said:  

Keep in mind that the real CRJ is considerably less complex than a 737/747/777 - especially its FMS and autopilot. There are no autothrottles - climbs are performed in IAS mode with FADEC limiting thrust and speed controlled by pitch. On a warm day, with a heavy load, the aircraft is not not a "high performance sports car" by any means - though definitely a better performer than the CRJ-200

 

Cruise and descent require the pilot to manage thrust manually, and monitor it continuously. Don't expect to be able to leave the flight deck while in cruise for a protracted break as you could with more advanced types with autothrottles and full VNAV.

 

The FMS is rather basic in its modes (in the real aircraft). VNAV is "advisory" only, and is really only used during descent. You can see if you are above or below your desired descent profile, but managing that profile is up to the pilot, using thrust and V/S intervention if need be.

 

In other words, the pilot has to think ahead of the aircraft much more than in more advanced types. Complex STAR arrivals with multiple speed and altitude constraints require constant pilot attention - especially when winds aloft are part of the equation - you can't just dial down the altitude upon reaching TOD and relax while the autopilot does everything.

 

There are no auto brakes, and thrust reversers have to be manually armed before landing or they will not deploy when called for.

 

Yaw dampers and mach trim have to be manually selected "on" before takeoff or the autopilot won't engage, or won't function correctly.

 

I think that all onboard systems are accurately modeled. You probably won't find extensive failure modeling as you would with a typical PMDG product, but if you were to use a real CRJ POH to perform all the various system tests that would be required on the first flight of the day, you would probably find that said systems respond exactly as they would in the real aircraft.

 

(Or so I'm told )

 

The real CRJ has some system peculiarities that might be mis-identified as "bugs" by those new to the aircraft.

 

Turning on either electric fuel boost pump also automatically turns on the opposite side boost pump - but you need to insure that both switches are depressed before engine start or you will see CAS error messages.

 

There are no fewer than 4 auxiliary electric hydraulic pumps - 3 of which have both a manual and automatic mode of operation. These have to be set properly before takeoff.

 

The APU master switch only lights up if there is a fault. After pressing it, you have to monitor the system synoptic display to see if the APU is ready to start.

 

One system in the real CRJ 700/900 is actually MORE advanced than (say) the 737, and that is bleed air management. Packs will automatically go offline during an engine start, and come back on after the start is complete. APU and engine bleed air valves automatically sequence open and closed at the proper time without pilot intervention. In that regard, the CRJ is more like a 777.

 

 

 

Interesting. Thanks for the insight... Is it similar to the Dash-8 then?

 

Yes and no. Higher performance of course. In the Q400 in cruise, you can pretty much leave the power levers set, and it will maintain speed quite well.

 

In the CRJ, you have to pay much closer attention to speed once leveling off. If your Mach creeps up higher than your desired speed, a slight reduction in power - perhaps with a touch of speed brakes- will get you slowed down smoothly.

 

On the other hand, if you let your speed drop too low, it takes QUITE a bit of power to accelerate back to your desired cruise Mach number. (Or IAS if you are below about 26,000 feet.

 

In climb, the CRJ is very docile. Normally you select 250 knots below 10,000 feet, and 290 knots for climb above 10,000 feet - you simply press the SPD button once, and advance the power levers to the CLB detent. The aircraft will pitch up to maintain your selected speed. What you cannot control directly control is RATE of climb. You accept whatever you get, which will vary depending on your weight and the OAT. Typically around 2000 - 3000 FPM until getting above about FL200, when the rate may scale back a bit.

 

You can climb in V/S mode, but that can be dangerous at higher altitudes, as the aircraft will happily pitch you up into a stall if you have a vertical speed set too high, and are not carrying enough power.

 

You have to pay attention though as the aircraft levels off. This is when you have to actively begin reducing thrust, or the aircraft can overspeed rather quickly.

 

 

 

 

Sent from my iPhone using Tapatalk

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5 hours ago, kityatyi1 said:

I am wondering how is the ground friction going to be like with this aircraft. As it has been in development for so many years I expect an improved ground physics model here like the newer PMDG aircraft, the MJC Q400 or the A2A birds. All serious developers need to overcome the crappy default ground physics.

 

Please have a look here:

 

 

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