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Everything posted by Nicco54

  1. The 1000 has a fly by wire rudder, carbon brakes, LCD FMS screens, and the ones I fly also have VNAV. Also don't forget that each variant has it's own wingspan. The 1000 having the largest wingspan obviously (The 550 and 700 have the same wingspan as the 550 is basically a rebranded 700 with a different cabin). I've only flown the 1000 so not sure, but I think that's pretty much it.
  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
  14. I had the correct transponder code set in both number 1 and number 2 but seeing as I fly on the F/O side I had the transponder switch set to ATC 2, yet air traffic control asked me to check my transponder. I switch to number 1 and it worked.
  15. That's odd. I guess the Devs will have to answer this one, sorry. Try uninstall it and do a fresh install though, maybe that'll help.
  16. At what airport were you trying to insert your FLEX temp? What were the weather conditions (temp and altimeter setting) ? And what FLEX temp did you try to insert?
  17. To my knowledge, you should be able to set the FLEX temp without filling in any other field. But in the real world, I always fill in the perf pages before setting any FLEX value as it makes more sense. The computerized load sheet will be given to you by the coordinator, but he/she will give it to you right before you are ready to close the doors, therefore inserting your FLEX temp before receiving the final load sheet doesn’t make much sense seeing as things can change (last minute changes, discrepancies and so on). I always insert the estimated ZFW which is given on the OFP or ask the coordinator for the latest estimated PAX and cargo numbers and insert them into the FMS. I then I calculate the FLEX for the runway in use but i don’t insert it yet, I just write it down on a piece of paper. Once I get the load sheet, I insert the load sheet ZFW and check that the FLEX that i had estimated was correct. If it is then I insert it into the FMS, if it’s not, I calculate it again. Basically if your estimated ZFW was off by quite a bit, your max FLEX will change as well. I hope this made sense
  18. I just noticed that ATC will not get a radar contact if you use transponder number 2. I had to switch to number 1 for it to work.
  19. I actually tried changing the flex when I was stopped but it didn't let me. I've looked through my rockwell collins CRJ700/900/1000 FMS operator's guide and can't find any mention of the levers having to be in idle though, and can remember changing the flex more than once in the real aircraft while taxiing. Can't remember if the captain had the levers in idle though. Can you please confirm this?
  20. Thanks Luc, sadly my company manuals don't include the customer options list, but good to know.
  21. I had no idea the 200 didn't have NAV to NAV, good to know. The other CRJs aren't perfect either, they've got their quirks as well, but they're solid and reliable birds that are very enjoyable to fly.
  22. Arming APPR is done in both white and green needles. The 700, 900 and 1000 have the NAV to NAV function and the normal way to operate these aircraft is to be in white needles when arming APPR. The NAV to NAV function will switch to green needles when capturing. If for some reason NAV to NAV does not happen, you switch to green needles manually and arm APPR again. The Aerosoft CRJ is doing it wrong. LOC1 starts flashing, indicating that it's capturing, when it's still in white needles. In the real aircraft that's not how it happens. LOC1 will only start flashing once NAV to NAV happens, which means that it has automatically passed to green needles. As you can see from my photo, LOC1 is in green (and flashing), yet NAV to NAV has still not happened.
  23. LOC1 is indeed flashing but flashes way before it should compared to the real aircraft, and stops flashing before it is actually captured... Same thing happens with ALTS CAP, it flashes when capturing the desired altitude but way too early thus flashing for a very long time which is not correct.
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