Jump to content

Nicco54

Members
  • Posts

    56
  • Joined

  • Last visited

About Nicco54

Recent Profile Visitors

213 profile views

Nicco54's Achievements

Rookie

Rookie (2/14)

  • Reacting Well Rare
  • First Post Rare
  • Collaborator Rare
  • Dedicated Rare
  • Week One Done Rare

Recent Badges

17

Reputation

  1. She looks fabulous @Stefan Hoffmann, thank you for doing this livery, brings back great memories for me! 🤩🤩🤩 Could you please paint MOX as well, as she was my favorite of the three that we had operating for Binter. And could please add the little detail that would complete the livery? On the right side of the main door of each aircraft we had the "Operated by MEDOPS" sticker, showing that we were wet leasing these planes to Binter Canarias.
  2. I had posted this screenshot coming straight from my manuals and I'm guessing someone copied and pasted it in the MSFS forum. This is for the CRJ 1000 but it's not what we actually use to determine the FLEX needed for takeoff.
  3. At a high elevation airport with high temps, a somewhat low QNH and a short runway you might not want to use FLEX 46 as you could run out of runway before lifting off... There’s no such thing as a correct FLEX for most departures. FLEX will vary due to takeoff weight, QNH, temperature, wind, airport elevation, and runway in use.
  4. To be honest I haven't seen this in our manuals, but the FCOM for the CRJ 1000 states that wing anti-ice must be switched on right before takeoff power is applied if the aircraft was de-iced, so that the fluid applied to the wings doesn't get fried.
  5. In flight > - Cowl anti-ice must be switched on when the temperature is between +10°C of TAT and -39°C of SAT with visible moisture (clouds, rain, snow, sleet or ice crystals). When the temp is -40°C of SAT, or below there is no need for cowl-anti unless you get an icing caution CAS message. - Wing anti-ice must be switched on when the temperature is between +10°C of TAT and -39°C of SAT with visible moisture (clouds, rain, snow, sleet or ice crystals) and your speed is less than 230 KIAS, or whenever you get the icing CAS caution message. (Do not hold in icing conditions with slats/flaps extended) On ground > - Cowl anti-ice must be switched on when OAT is 10°C or below when visible moisture in any form is present (such as fog with visibility of 1500 meters [one mile] or less, rain, snow, sleet and ice crystals) The cowl anti-ice system must also be ON when the OAT is 10°C (50°F) or below when operating on runways, ramps, or taxiways where surface snow, ice, standing water, or slush is present. - Wing anti-ice system must be ON for take-off when the OAT is 5°C (41°F) or below and visible moisture in any form is present (such as fog with visibility of 1500 metres [one mile] or less, rain, snow, sleet and ice crystals). Wing anti-ice system must also be ON for take-off when the OAT is 5°C (41°F) or below and the runway is contaminated with surface snow, slush or standing water. As @JRBarrett said, wing anti-ice eats up a lot of power from the engines. Special attention must be taken when calculating takeoff performance with wing anti-ice. Also remember to keep within the N2 green range when you have wing anti-ice switched on. Descending through icing conditions might force you to descend with some amount of thrust with the spoilers extended in order to stay within that required N2 range without accelerating.
  6. That’s what I thought as well but wasn’t 100% sure so didn’t want to comment. Our company FLEX tables only go to up to 50, therefore I’ve never inserted anything more than that value in real life.
  7. Either this person used to fly the aircraft in the past and has forgotten a few things or he/she is not being honest about what he/she does for a living as these are buttons you'll be pressing each and every day you're flying the aircraft. I'm a CRJ 1000 first officer currently flying the aircraft and can guarantee that in order to listen to the comms you need to press the button down which will in turn light up. I've posted a picture taken from slide shows given to us during OCC / recurrent training that clearly indicates that the button must be pressed in to listen.
  8. I haven't tried any other aircraft. I'll check it out.
  9. Guys there's another post about this and I have just found the culprit. The latest patch modelled the audio control panel VHF buttons wrong. In order to hear the radio calls you have to press the VHF ACP buttons so that they are out, not in, which is contrary to the real aircraft.
  10. Ok, now I understand why I couldn't hear anything, but the way it's modelled is now wrong. In the real aircraft in order to listen to the radio the VHF buttons on the audio control panel have to be pressed in (and they will illuminate). It was modelled correctly before the latest patch so I don't really understand the reason for the change 🤔
  11. I have the same problem
  12. Press the RADIO button on either FMS to enter the Radio Tuning page. Then more or less in the middle of the page you’ll see NAV 1 - - - - - MODE - - - - - NAV 2 Switch it from AUTO to MAN by pressing the LSK of both NAV 1 and NAV 2 In the Aerosoft CRJ it always starts up in AUTO but in the real aircraft I’ve always had it start up in MAN mode
  13. Neither, default MSFS ATC
×
×
  • Create New...