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About imemyself

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    Flight Student - Groundwork

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  1. Just to follow up here's another similar situation where I have a crosswind, my track is coming straight into the runway, but my heading is offset to compensate for the crosswind. Can anyone else post a screenshot of what they see in a similar situation?
  2. Here are a couple of screenshots. I'm not sure exactly how much it would help, but I was on approach with a bit of a crosswind from the left (based on the wind vector on the HUD and nav display). The FPV shows the flight path going to the left of the runway, which is where the nose is pointed. The aircraft actually ended up a bit right of the runway, before I corrected, I believe due to the crosswind from the left.
  3. As far as I can tell the flight path direction indicator circle (not 100% sure what the correct technical name for it is) doesn't account for any wind drift. It always seems to be horizontally centered in the middle of the display. On approach with a crosswind for instance, I would expect that the flight path indicator would be offset from the center, accounting for the wind drift, and helping to align the aircraft's flight path with the runway. Cheers Oliver
  4. Hey, a couple of issues I've noticed so far with the upgrade. I'll open two separate threads hoping that makes tracking things easier. With nosewheel steering off, the nosewheel correctly doesn't turn. Yay But the aircraft still turns. At high speed I'm sure the rudder alone could do that, but at low speeds I would expect the aircraft would not turn without nosehweel steering enabled.
  5. I was kind disappointed to hop into the A321 for the first time, look up, and see that the ACT fuel pushbutton was "INOP". I'm pretty sure some of the previews showed it, emphasizing the differences between the different models.
  6. I agree that the unrealistic flight dynamics really hurts the immersion. It was less obvious to me on the A319, given that they are somewhat "sportier" from my understanding.
  7. Agreed with it being annoying. It's cool that they move if I click on them...but if we go with the idea that I'm simulating being the captain / FO...those tables aren't going to move by themselves.
  8. Often, after landing and taxi'ing off the runway I'll do a replay to admire my flare and landing skills (or lack thereof sometimes). I'm usually still moving a few knots taxiing - I pause, do the replay a few times to watch from a few different angles, and then end the replay + un-pause, intending to taxi to the gate. On all of the 3 - 4 flights I've done so far on the 318 + 319, about a second after un-pausing, the aircraft immediately accelerates to ~100kts. The aircraft just suddenly starts moving that fast, the engines don't increase power or anything. Has anyone else had something like this happen? I'm assuming I'm probably not the only person who does replays of their landings, and I haven't managed to find any other posts referring to this, so I assume the steps to trigger are something more nuanced than "land + replay".
  9. I'm not sure which specific variants of the DC-8 they operated, but I'd be interested in seeing a Pan Am livery.
  10. I've had issues with the high differential pressure as well after updating to 1.0.6. I'm not sure if it's related or relevant, but I also noticed that I was unable to change the landing altitude setting at the beginning of the flight. Some time later on, after fiddling with the various ECS options, I seemed to be able to change it. I think I was able to change that in previous versions? Edit: Oh actually nvm, I see another topic that discusses the landing elevation specifically )
  11. How often are flaps 8 used for takeoff vs flaps 20? Is the primary consideration runway length? Do you always use flaps 45 for landings? Or are lower flaps settings used at times?
  12. Oh, I thought someone had asked this already, but looking through the thread I guess my memory was wrong. Are bleeds / packs off takeoffs performed often? If so...what does that process actually look like (do you turn the bleed dial thing to closed....or just turn the packs off, or something else?) In that case would you use the APU to supply bleed air for the packs during the takeoff in that case?
  13. Definitely some informative posts on managing descents and approaches, thanks CRJisBAE and Brendan154! The concern about thrust inadvertent thrust reverser deployment sorta makes sense, though it seems like other aircraft use weight on wheels sensors for that safety check? Some other things that have come to mind... - Do you commonly use flex / derated thrust on takeoff? If so, I assume those numbers are generated for you from dispatch or an EFB application (not like a rule of thumb or something)? - Are ground power / air used often? Or might you just stay on APU for a short turn / at an out station? - Other than system failures, is there any reason that manual bleed management would be used? - what do typical CoG numbers look like?
  14. Thanks for posting! I definitely have a few questions. Any tips on managing airspeed in cruise? Let's just say I've had a few scares so far.... Do CRJ operators do RNAV / RNP approaches? If so, how is that handled on the autopilot? Just NAV + V/S? How / why is the flight director synchronization used? Also, not really an operational question - but I'm curious why reverse thrust has to be armed on the CRJ's. That seems somewhat unique versus other aircraft?
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