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About Propane

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    Flight Student - Solo

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  1. Noticed this as well, with everything set up properly (trim, CG etc). I believe a current Airbus A320/330 pilot who made a video on the Aerosoft A330 I saw on Youtube mentioned that the Bus switches modes/sensitivity around this time but does so over a few seconds instead of instantly. So perhaps this behavior is modeled just without the transition time?
  2. It should be correct. Both fuel pumps off after starting one engine, you should see L FUEL PUMP, R FUEL PUMP and a L or R LO FUEL PRESS caution message. If not, check valve might be broken and it's a no go.
  3. Cross-side selection basically only super-imposes the cross-side selected course and compass/navigation information on your side. So if it is modeled in the add-on, selecting it will simply show what the other pilot has selected, on your MFD, in certain modes. Changing that course will still require it to be changed on that side, and it is not a way to change the selected course on the other side. It's not used very much either anymore, only in certain display setups for VOR or NDB approaches, which are being rapidly displaced by RNAV approaches flown in white needles only.
  4. If you didn't name the custom waypoint yourself, the naming logic is also a bit off. Defining a custom waypoint from MACIN, at bearing 180 and 10nm from the point, in the FMS by typing in "MACIN180/10" should create a point MAC01 instead of MACIN01. Not to pile on, but just in case this gets looked at to fix.
  5. The reference to the QRH was purely with regards to your statement in the other topic that a FL390 ceiling is a "fact". Looking into the Limitations sections will tell you otherwise. Perhaps it is a fact for the AS CRJ, not for the real life plane. I understand you have no data and that's regrettable, it is surely available as we would not be flying the plane at those levels when the situation allows/calls for it. I will have a look at our software and manuals and see what pops up.
  6. With all due respect, a topic about the CRJ700 cruise levels was closed with basically an answer of: "a ceiling of FL390 is a fact because we could not find tables for higher levels in Bombardier documents" (paraphrasing, I know). I assume you also have access to the QRH Vol. 1, and you can look up the ceiling there in the Limitations section. When multiple real-world pilots are telling you FL410 is the correct ceiling. I'd say that's identifying a bug/error right there, not a solution. Hope this will get fixed, as the plane has no issues to fly at FL410, provided it's not too heavy etc. Perhaps at least enable it in the FMC/FMS, even without the data for the flight planner. I could provide some rough numbers from which weights you should be able to reach FL410 if needed.
  7. It should normally flash when approaching the waypoint. I don't know the exact requirements, but it's likely when within 2,5nm of the waypoint or something like that. It will start to flash to alert the crew "Hey, we're at this waypoint and I'll turn to the next one now, OK?" :P. If it is flashing all the time, probably something is wrong.
  8. Ceiling is FL410 but it obviously has to be light enough to reach it. I don't have it installed but perhaps the planner accounts for the weight? Try it with maybe 10 pax and 3000-4000kg of fuel, it should definitely get up to FL410 .
  9. I just wanted to provide a bit more info if someone else will be looking through here with the same question :).
  10. The blue number is the target or maximum for each thrust mode. CRZ is one of these thrust modes and the FADEC system will calculate a target or maximum N1 based on the situation you are in, like atmospheric conditions, bleed air load etc. For modes like TO, GA, FLEX, CLB and MCT, it's the target for FADEC to reach. In CRZ mode, since FADEC does not actively control thrust, it is an N1 limit. Usually you cruise with an N1 a bit below that limit, unless you are pushing it towards the performance ceiling for your current conditions.
  11. Alright, I misunderstood then. I seem to remember that the earlier versions of the AS CRJ I flew switches by itself, too early and to strange speeds. Still, all our aircraft have a default 290/.77 climb profile set in the VNAV pages but the magenta bug will not switch over from IAS to Mach until 31600ft. At this point, 290KIAS generally equates to M.79. This is a mix of FMS4.2 and earlier versions. Strange stuff.
  12. Is the AS CRJ actually switching automatically to M0.74? If so, that's odd. Our entire fleet has the switch-over at 31600ft pressure altitude, the same moment half bank comes on. There is no automatic switch-over between 290kts and M0.74, that's a manual action to regulate your climb profile if your company prescribes it or if it is deemed necessary. As far as I have seen, the same holds true for Cityjet planes, Air Nostrum planes, and the Lufthansa (Cityline/Regional) CRJs. Would surprise me if this is a customer option. And even when the automatic switch-over occurs, it switches to the current Mach number at the time of the switch-over, not to some preset number. It shouldn't switch from say 250 KIAS or 310 KIAS to M0.74. That would trigger erratic flight behavior such as the aircraft pitching down to accelerate or up to decelerate. Creating the issue described (regardless of whether the 166kts is a very weird speed to fly). I haven't flown the AS CRJ in ages, but if this is (still) the behavior, then with all due respect it's not very accurate.
  13. This appears to be operator dependent as we set landing elevation during the initial setup of the aircraft prior to even engine start.
  14. That turnaround check sounds similar to what my operator calls the Before Start Check. Ours has pass signs, landing elevation, nosewheel steering, altimeter setting, FMS, IRS, radios/nav aid setup and departure briefing. The XFR switch; Yes, it will basically between CPT/FO side instruments. In real life, this might result in slight altitude differences for example, or on aircraft not equipped with IRS but AHRS it can lead to differences in heading even. We XFR whenever we switch pilot flying for a sector, though not always if we temporarily switch roles during flight (crew meal, performing a briefing, toilet break etc).
  15. Depending on what operator FCOM you have, checklist can have different names. For example, our checklist does not have any 'turnaround check'. But, if we just completed a flight, haven't left the plane unattended, we pick it right back up at the "Before Start Checklist" that has items like PASS SIGNS, landing elevation etc. The GPWS is more or less self regulating. If any problems are detected with the basic modes an EICAS message will show up. You can still trigger a manual test if you want though.
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