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Matthew2312

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Everything posted by Matthew2312

  1. I would bet this is a shortcoming in MSFS's engine modeling. In the real aircraft we often have to wait a few extra seconds for the temp to cool below 120 before introducing fuel on our half hour turnarounds in the summer and at high altitude airports. You can also have an issue with brake cooling on quick turnarounds at short runway airports in the summer, Especially if it's high altitude or relatively calm winds. I've had to wait around 10 mins short of the runway for brake cooling a few times as the crew that brought the plane in got a little brake happy on landing. Usually this is because they apply brakes immediately after landing (over 140kts in the 900) and that adds a ton of energy into them as opposed to just using reverse thrust until you reach 90ish kts. Although I doubt Aerosoft would take the time to model this as very few people would notice it or even really care if it's there or not.
  2. I'm double posting this as it didn't quote you the first time. The advisory Vnav in the CRJ is based on an inputed flight path angle. Not winds. The aircraft will not calculate an optimized descent path factoring in winds. It will only show you what angle you ask for. It is up to pilot awareness to understand when a tailwind will make an angle impossible
  3. Just thinking ahead someone should probably do a CANPA/CDFA tutorial to help some of the simmers who want to do non precision approaches in this jet as close to reality as possible. They might not be used to doing an approach like that in an aircraft with advisory Vnav only. Might save some forum posts with people complaining about Vnav, LOC, or VOR approaches not working correctly.
  4. You have two options. You can either go to the DIR INCT page and select the waypoint from the list. Or you can Find the waypoint on the legs page select it and move it into LS2 on the first page to go direct. As for your second question you can just type it in to the scratchpad and insert it into LS2 and execute. But you'll have to do some flight plan management after that.
  5. Even Level D sims don't feel like the actual aircraft control wise. They are twitchy and don't land remotely like the real jet, the sim loves to float. I literally use only a half to a third of the control inputs I use on the real jet when I'm in the sim. And even then on the actual jet in normal flight I never have to use more then a quarter of control input on the ailerons. Far less on the elevator.
  6. Have I flown with you before? This is exactly, to the letter, the tip I give my newer FO's when they are trying something like that for the first time. Good to see I'm not the only one that likes to practice the old school methods as well.
  7. This is all pilot preference. I normally put in two rings. I'll do a 30 mile ring based off of the airport and then I'll take the point along my route where that ring intersects insert it into my flight plan then I'll do 10K above field elevation if it's going to be a base or straight in entry. If it's a downwind entry I'll put in 13K above field elevation. I'll also take the runway fix in the FMC put that into the fix page and create a 3 mile ring. Because I like to hand fly visual approaches from 30 or so miles out if possible and I like having a marking on my moving map showing me where I need to be at 1000 AFE configured and all checklists run. I normally fly my visual approaches base leg well inside of the final approach fix but before that ring so I roll out on glide path and on speed at the 3 mile fix.
  8. Same here. I use pitch mode when it begins to hunt the speed to much in the flight levels. As you know it eventually just starts cycling from no climb to an excessive climb up there. And for the guys arguing about the "dangers" of pitch mode just watch your speed and scan your instruments. AKA the exact same thing you were doing before.
  9. On go home leg if you ain't clackin' you're slackin'. But you didn't hear that from me
  10. And trust us guys. Good lord are those display fans ever loud. I have to put them in standby every time I call dispatch just so that we can hear each other. The trick is remembering to turn it back on again afterwards before you get the display cool caution message.
  11. No, they are extremely interested in new RJ's. Just one problem, the new batch of RJ's being built across the board are to big A220's, MRJ's, the E2 family, etc. Some flat out do not fit into scope without major Max weight and seating reductions. And those that can be reduced that way lose their economical edge once the amount of seats required to be are removed. In the US regional airlines are limited by scope clause to 76 seats with a couple dozen aircraft at 79 seats as a result of being grandfathered in from America West Express operations. Scope should not and will not be relaxed for more then 76 seats. So what's going to happen to RJ's in the US and Canada. I'm not sure, they are eventually going to need to be replaced but there isn't a plane on the market or in development that can do the job with the seating and weight restrictions.
  12. Here's a pro tip for Y'all. When flying a US style R-nav arrival with altitude windows learn to manipulate the Vnav path angle and fly the snowflake. On line I normally use 3.0 degrees, 2.8 if i have a stronger tailwind. Not the most fuel efficient path but it gives me some fuel savings with the ability to slow down for fixes without momentarily leveling off so that the ride stays smooth for my passengers. Some guys use 3.5 some use 2.5 etc. Play around with it and really get to learn what the aircraft is capable of.
  13. Only when we don't have the performance to do a takeoff with the bleeds on here. Last time I did it was about 6 months ago in El Paso on a 105F 41C day trying to get off of 8R (22 was closed on the hottest day of the year). One degree hotter and we would have had to start taking bags and or people off.
  14. That's kind of what I'm trying to get across to people on here. And I get it's a foreign concept to people who don't actually work in the industry but every operator has their own callouts and procedures to flying these, and really any, planes. Based in part on aircraft they've flown in the past as a way of simplifying training across all fleet types. There seems to be an idea that there is only one way to fly these planes, when in reality every single airline flies them differently to an extent.
  15. It's V2+20 when takeoff flap is 20. When you takeoff flaps 8 the retraction speed for flaps 8 is V2+12. Then only time we ever base anything off of V2+20 in normal flight is when we takeoff flaps 20. So the flap retraction schedule, at least where I fly, is for a flaps 8 takeoff; V2+12= Flaps 1, VT-15= Flaps up. And for a Flaps 20 takeoff V2+12= Flaps 8, V2+20= Flaps 1, VT-15= Flaps up.
  16. I'm not the guy making those videos. I'm just someone else that flies this plane professionally and like to spread some helpful knowledge to those who want to fly it realistically.
  17. If the rampers make me wait 20 mins to bring me in I leave it on. Show up on time and I'll be nice.
  18. No, when using the FMS in the CRJ the CDI is white what we call "white needles" when we put our approach frequency into the active AND are within 30 miles of the destination airport we will get both white and blue needles what we call "I'm going blue, or I've got blue" good way to check that the FMS agrees with that frequency for the approach. If you don't get blue something is wrong. Note that the Nextgen CRJ's will auto tune the approach frequency when within 30 miles so they will automatically become blue as you near the airport. And finally when we switch our CDI course from the FMS to our nav frequency the CDI will become green. What we call "going Green".
  19. The bleed air off of the APU can never be used for anti-icing. The logic in the system will not allow it.
  20. There is no need to leave the APU on until 10K in the CRJ 700/900/1000. His company may have a procedure to simplify flying between the 200 and the others but that would be a company only thing. There is no mechanical reason to leave the APU on like that for the aircraft. When we do have the apu on for takeoff for the performance we will turn it off once the bleeds auto transfer to the engines which happens after the gear and flaps are up. There is a lot of things that are done differently between airlines we all do not fly the aircraft in the same way at all. There is a well known carrier in the US that will turn the packs off for engine start even though the aircraft will do that for you.
  21. This is because the Thrust reversers are pneumatically operated on the 200. So air must be used in order for them to deploy. On the 700/900/1000 they are hydraulically deployed and therefore we don't leave the APU on for takeoff. The only time we would is when we need to perform a bleeds off takeoff for performance or if we had an MEL item such as an inop IDG.
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