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Matthew2312

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  1. I love my old school. Even turn the VNAV off going into outstations from time to time and use the 3/1 rule with the above mentioned mental math combined with cross checking every 3 miles to stay sharp. That really helped two years ago (I think it was 2 maybe 3?) when the ADSB glitch crapped out the entire CRJ fleets GPS and we had a few birds that went “FMS IN DR FOR 5 MINS” forcing us to go true green needles. The magic box only got off by 200 or so miles during those flights.
  2. It’s easier for me in my head to cut a number in half and add a zero then to multiply by 5. How people do mental math differently is interesting isn’t it .
  3. I only use the snowflake personally. And I’ll take this one step further I never use the MFD VNAV page. If I had to put a number on it here I’d say far less then 10% of my colleagues use it. Probably 60% use the DIR INTC page, and another 10ish% are like me and use the snowflake. The remaining % have some, let’s call it interesting, ways to descend on an Rnav arrival (but hey it works for them). I don’t like the VNAV mfd page as it only shows you the next waypoint with a vertical restriction, potentially ignoring a much more restrictive fix further down the line. Where as the snowflake always gives me guidance based off of the most restrictive fix left on my flight plan. I set my VNAV path angle to 3.0 then at TOD I set down at a V/S based off of my GS/2 *10 + 100 (or 200 at very high GS) , eg. 440kts of gs would be 440/2 *10 +100 = 2300fpm. I then adjust this as my GS changes during the descent. Then as long as I have the bottom altitude for my next fix in the altitude selector and I am below the snowflake I know that I will never bust a vertical restriction. Only thing left to do is look at the speed restrictions and plan your deceleration. When I pass a very restrictive fix and my snowflake resets from being just above me to far above me I go into a 500-1000fpm descent until it comes back down to me (level flight if it’s going to be awhile). I could write a dissertation on my descent technique, but different techniques make this airplane enjoyable and everyone should have their own.
  4. To get that VNAV screen up on the MFD you will need to do this in the FMC. MFD MENU soft key. Bottom row, you want to select VNAV to have that screen up.
  5. Should be added on the real jet you will see a noticeable reduction in climb performance when the cowl anti ice is on. At heavier weights we could realistically see our vertical speed decrease to 1000-500 fpm as low as the high 20’s. And that will become quite a sever decrease in climb performance if the wings are on as well. Infact I wouldn’t be at all surprised if the plane stopped climbing in the low to mid 30’s with just the cowls on. Luckily we are almost always colder then -40C before we get to that point so we can turn off the cowls to regain some climb performance.
  6. In the notes section of the chart you will see the phrase RF leg required (radius to fix) the CRJ is in no way nor will ever be capable of an RF leg. This is how the actual CRJ is. You will have to select a different SID as the CRJ is not capable of flying this one. Nor will a CRJ be capable of any RNP terminal procedure. You will have to file and fly the MODRU 1H or 1T instead.
  7. He speaks the truth. We CRJ drivers are not “blessed” with the wonders (read cheating) of a cutting edge FMS. Nor are we gifted with an autopilot that can intercept a localizer with a crosswind correctly on the first attempt. I like to joke that George is drunk while he attempts to understand how one flys a localizer.
  8. You won’t need to fully delete the flight plan in the actual aircraft. You may however have to reconnect the last waypoint on the flightplan to the first fix of the arrival. When they give us an arrival change when we are already on the arrival we will normally have to re-sequence the FMS as it will normally keep navigating direct to whatever our last fix was followed by a discontinuity.
  9. Heck, George struggles with a 30 degree intercept from time to time. The amount of times I’ve had to be asked about a localizer overshoot when running parallel approaches in that jet.
  10. Ditto, I always put in an educated guess as to an arrival runway and approach when programming the FMS preflight.
  11. Interesting. As long as you have a different altitude set then your current you are doing it correctly. Only possible work around for that bug would be recycling the V/S mode. Either by pressing it again to put it in PITCH and then once more to put it back in to V/S. Or by pressing ALT and then V/S again to try to reset the logic.
  12. No idea what you mean by the cockpit light thing but. The taxi lights are correct, they really don’t illuminate in front of the aircraft. Think of them as more like runway turnoff lights. Yes it is annoying. When I taxi the real plane at night I normally have the taxi lights and the nose landing light on so I can see the ground in front of me. Next, SPD mode is a vertical mode. It is IMPOSSIBLE to have both SPD and V/S enabled at the same time. SPD mode = IAS mode in other aircraft. There is not an auto throttle in this aircraft. SPD mode will not ever control the aircrafts thrust to maintain speed as it is strictly a vertical control mode. When you enable SPD mode the aircraft will pitch to maintain speed, resulting in a climb or descent. Note it’s actually a little more complicated then this in that there is actually 4 different modes the aircraft can go into when you press SPD (CLIMB, DESC, IAS, and PITCH).
  13. Here you go. Second post is a video and FAQ explaining some common questions of me flying an RNAV approach in the CRJ using our actual real world procedures.
  14. We’ve already discussed the error with how the snowflake operates with them.
  15. Thank god I've never had to actually fly a 200. Only once a year in the sims.
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