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Everything posted by Matthew2312

  1. It's pilot preference, all it does is reduce the aggressiveness of the autopilot responding to flight path deviations. I really only use it if I want to keep the seatbelt sign off but the chop is starting to get borderline to strong to have people walking around. That being said the CRJ handles turbulence really well, certainly far better then the Ejet so it can be somewhat rare that I have to use it. That being said if we are getting our teeth kicked in by turbulence I want all the autopilot response I can get so I would not have it on in that situation. But again at least here that is all pilot preference and we are not given any guidance on it in any of our manuals.
  2. If you need to put a fix on the 328 degree radial of the JFK vor at 62 dme the FMS entry would be, JFK328/62
  3. The real aircraft does have a significant ballon when you go from 20 to 30 degrees of flap and a slightly smaller ballon from 30 to 45. However the SSCU (spoiler stabilizer control unit) automatically provides trim commands, aka auto trim, when flap settings are changed. When I'm hand flying during flap deployment I do put forward pressure on the yoke to control the ballon during flap deployment. So It might be overstated if the sim doesn't auto trim for you. But there is a significant deck angle change with flaps 30 and 45 on the real aircraft. So I would be hesitant to describe it as to much lift. Especially that the approach deck angle and power setting with full flaps is exactly what I use in the real aircraft. 79.5% N2. And the pitch at the horizon if not a degree below,
  4. This happens because what is ISA +35 and therefore the maximum flex temp changes with pressure Altitude.
  5. Yes, kind of. CRJ's (at least here) are limited to operating in conditions no hotter then ISA +35 so you'll never see a flex temp in the real world greater then ISA+35. 50 just happens to be ISA+35 at sea level. I heard talk of increasing that to ISA+40 where I work but nothing yet has officially come of that. Keep in mind what ISA +35 is changes with altitude. At 1000 feet pressure altitude it would be 48C at 5000ft pressure altitude it would be 40C. etc etc. This is why you see stories like this involving the CRJ. https://aeronauticsonline.com/too-hot-to-fly-extreme-heat-grounds-flights-in-phoenix/
  6. Yup, and I can even custom name the waypoints. Very nice.
  7. Flex is voodoo magic. But I've changed my original stance on this. I went into a deep dive into my systems manual. We don't get those fancy assumed temp charts. And i believe you are right.
  8. Half bank automatically comes on when climbing through 31,600ft.
  9. Check all of your controls including keyboard yoke and rudder pedals and delete anything that has to do with engine control other then your thrust levers. There were some pretty obscure ones for me.
  10. Need to climb at a higher speed. Set your speed bug to 290 until you reach .74. You are currently behind the power curve (in the region of reverse command, whatever you want to call it) and the amount of induced drag being produced will make climbing impossible. At speeds that low an increase in speed will actually result in a decrease in total drag and give you a better climb.
  11. Cabin and certified weights. That it. The 550 is just a pilot union scope clause work around. Same as the 705 (900) was.
  12. There are times in the real AC where you can't really read the display in front of you without some real effort because it is not bright enough when flying into the sun (good old CRT's) I'm looking at you PHX.
  13. It is not a bug. I have posted an actual Flex temp N1 chart to show this. Please don't fix something that is actually correct.
  14. Not a bug. Here is a small example of the takeoff data from one of our airports. Notice how the N1 does indeed go up before it goes down.
  15. Not really. There aren't many operators that even have that Vnav button. And even then it is only used for enroute descents as far as I know. The Vnav in a crj is advisory only. I would side with the Vnav mode should not be used for Rnav approaches as it's no different then the snowflake on the rest of the CRJ's it just does the V/S adjusting for you. But if there is any Bluestreak guys on here, I know y'all have at least a few birds with that VNAV mode on the MCP, do the Fed's allow y'all to fly your Rnav's in that mode or do they force you to CANPA it?
  16. George just likes to fly a little drunk when intercepting a localizer in green needles. Which is fun when you are at a certain mothership hub that likes to run triple parallel ILS's and the triple 7 on your right side is getting bigger by the second.
  17. The CRJ is not capable of RNP approaches. When you fly an RNAV approach it will have to be flown in either a dive and drive or CDFA/CANPA method. The aircraft will not fly itself down vertically to the runway. We use V/S with a predetermined rate based off of our groundspeed for these approaches and begin that descent 0.3nm before the FAF. This is not an Airbus, this is not a Boeing. This plane will not hold your hand at anytime, it'll make you work.
  18. The CRJ is not capable of RNP approaches, at least at my operator. All Rnav approaches will need to be flown without extra vertical guidance using a CDFA/CANPA method by setting the V/S required to maintain the path to the runway just before (0.3 NM here) crossing the FAF. You'll use the LNAV only minimums. Youtube CANPA or CDFA approaches to get an idea on how to do them, can be a little complicated at first but in the end they are simple.
  19. Update. Cleared out all engine commands from the switches on my throttle quadrant. That cleared the issue. Feel free to close.
  20. Option A- Tune in ILS, Vector yourself onto said ILS Fly ILS Option B- Load in non precision approach VOR GPS NDB etc, Vector yourself onto the approach use snowflake and or PAPI/VASI for vertical guidance to the runway Option C- Load a visual approach in the FMS Extend the centerline using INTC CRS (not working correctly at the moment) vector yourself on to the final and use the snowflake and or PAPI/VASI for vertical guidance to the runway just like option B Option D- Ignore company and FAA policy (read as federal law) and attempt and fly a visual approach without any form of extra guidance when it was available, get a call a few weeks later from the FOQA rep in the union wondering what on earth was going on. File ASAP, hope you haven't done that before. Wait patiently for ASAP review committee to decide your fate. Single source report (accepted). Leave that bad decision behind you and try not to do it again. (I hope my fellow 121 guys enjoy the detail in this option). Now in terms of speed the aircraft will need 5-7 miles, more if you have a strong tailwind, in level flight (key words there) to slow from 250 kts to a landing configuration. At most small/medium airports you will need to be at or below 200 when below 2500 ft AFE and 4 nm of the airport so just keep that in mind. You'll need to time it out so that you are fully configured by 1000 AFE and on speed by 500 AFE. I normally time it so I'm at Flaps 20 and 180-200 kts by the time I'm at 2000 ft AGL and then begin to slow so that I'm configured and stable at 1000ft AGL. Just play around with it. I had a ton of fun in my first year flying the jet learning just how far I could go before slowing down pushing it bit by bit. This shows you what the capabilities of the aircraft are which is useful in an emergency. And really teaches you to understand the energy state of the aircraft with the interchange of both kinetic and potential energy on approach. Now it's all boring and predictable.
  21. We fly the real aircraft. Trust us when we say. The INTC CRS is not working as it should. I've done this quite literally thousands of times. You can trust us with this one. When we put in an INTC CRS to a fix it quite literally just draws a line on that heading inbound to that fix regardless of which direction the aircraft is pointing, I can even do it to a fix behind me if I wanted to.
  22. First of all from someone type rated in the aircraft great job recreating the aircraft. For me the N2 of both engines is going no lower then 25% and the N1 3% when parked at the gate with both engines off. APU is off both start valves are closed and fuel flow is 0. It seems like something in the logic of the plane or sim is stuck in a process of constantly trying to start both engines. N2 will only move when during a start as the thrust lever is moved out of the cutoff position. From that point on, the N2 and all other engine parameters will behave as expected until shutdown when the frozen N2 and N1 behavior returns.
  23. Yes, that's exactly right. Can also get the issue by having a light tailwind when parked.
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