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Everything posted by Matthew2312

  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.
  16. Yeah, no one cares here. Even searched our manual and not a single word about it.
  17. The 200 is nose down due to the lack of slats, the 700/900 come in with a very slight pitch up. There are several different ways people land it, the only time you need a real pronounced flare in the real jet is when people pull power at 50ft. I pull power at 15-20 feet in the 700 and 10-15 feet in the 900. With that I have almost no flare at all (talking half a degree to a degree from where the approach deck angle was). The ground effect really catches the jet quite nicely.
  18. We leave it in. Or at least >80% of us do. It’s just easier if it’s left in. Then again we aren’t actually on ground power alone all that much. For the next 5 months from the first power up at 4 or 5 in the morning until the last shutdown between 10pm-midnight either the APU or the engine/engines are on to control the cabin temperature.
  19. You are climbing far, far, too slow. Rule of thumb, when you transition from IAS to Mach you NEVER want to be slower then .74. You are currently in the region of reverse command and at altitude this aircraft WILL NOT accelerate in level flight.
  20. Nope that’s how it works. The way the logic works for the electric system is that it will seek power from a source in this order. Onside generator, inside (apu), offside generator, outside (external power). You can just remember it with this. Onside inside offside outside. As a result as soon as the apu gen is available with the engines off it will always try to automatically switch to it and stay on it after a flight until shutting down the apu. Now sometimes the ground power will fail as soon as it’s needed. To help prevent a total loss of power I normally turn the APU gen off to make sure the external power will hold then shut the apu down and immediately turn the apu gen back to auto. (Note this is not company procedure just something I personally do to prevent something stupid from happening)
  21. Hi, actual CRJ pilot here. I fly approaches in the 900 at 80.5% N2 initially, not uncommon for it to be slightly higher then that in the summer (I don’t know why I use N2 for approach I just do). The 700 was normally slightly less then that ending up around 79.5% N2. From my flights flying the Aerosoft version of the 700 it is extremely close to that number.
  22. Yeah, it is wrong. It should essentially work exactly the same as the Glide slope indication does. But to the most restrictive fix on the arrival, not necessarily the next one. It’s kind of hard to explain exactly what it does, but essentially the advisory VNAV will draw out angles based off of whatever angle is put into the VNAV page 3.0 3.5 etc. and it looks at which of those lines is the most restrictive aka. Requires you to be the lowest and that’s what it shows you. Often it will not be giving you guidance to the next fix but rather a more restrictive one further down the line. Also should be noted that it will only draw these lines for altitude restrictions for waypoints that you have to cross either at an altitude or at or below an altitude. It will not draw anything for a fix that is crossed at or above an altitude. If Hans wants a video I’ll be glad to explain exactly what it does just let me know.
  23. What panel are you asking about lighting up exactly? If it is the MCP (the autopilot control panel) that you are talking about there is no flood light for that. only the integral lights (INTEG). There is also no flood light for the overhead panel.
  24. The light really is that dim. That dome light is really more of a cockpit door/jumpseat light. It does almost nothing for lighting up the rest of the flightdeck.
  25. It shuts the alert up. On the ground it plays a nice long noise. In the States there is also some other uses for it that those on the line would know about when parked at the gate.
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