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Everything posted by Propane

  1. So... I was on the beta for the CRJ 700/900 X way back when. I had just started flying the plane in real life, and was excited to see a decent version come to our simulators. Unfortunately, it was never as good as it could have been in my opinion, and was more or less released as public beta (again, my opinion). So I did not fly it much. Since then, years have passed, I'm still flying the CRJ in real life though now from a different seat, we are a couple of P3D versions along and with the discount for owners of the previous version, I decided to check it out again. First quick flight, a departure from an airport I know well. Fully set up, mass and balance, route (an SID, short intermediate leg and a STAR back to the field). Graphics are a lot better, sound is as well. But how is it possible to still not have LNAV figured out? Inserting a direct to waypoint draws a line from some imaginary point on the MFD for some reason, something you will not see on the actual plane. It wiggles over waypoints in a Fair Weather theme, it undershot the less than 90 degree turn to base, tries to correct it in the short distance between there and the turn to final and because of that completely overshoots the turn to final. Once on final, it has captured the LOC1 and GS but NAV-to-NAV mode still seems to not be implemented, as the EFIS nav source is not automatically switched from white to green needles. Eventually somewhat stabilized on the approach I take over manually and then it flies fine. I thought, maybe I'm being harsh, or the plane does not like a flight plan with arrival and departure at the same airport. Lets try a full flight and see what happens. So I load up the plane for a full flight from C&D. Tallinn to Warsaw, a common CRJ flight before the pandemic. Routing ORTAX 1T, ORTAX L729 LUTAL P870 BOKSU M857 GERVI P851 NEPOX, NEPOX 4U for ILS Y RW33. FL380 I set it up as I would the real plane, removed some of the double waypoints. Most of this is possible so that is a plus. Off we go! For some reason, when checking the LEGS page, all cruising waypoints have FL370 listed. But my cruising altitude is FL380. I double check the FMS performance and VNAV pages, and yep... FL380 is set correctly. Why does it say FL370 everywhere in the LEGS page? Well, let's just edit it. I put FL380 in manually at the first waypoint past top of climb. This should normally recalculate the vertical profile and update all the other points that don't have specific constraints set. Nope, still all following waypoints are at FL370. And what is even more fun, VNAV is stuck in CLIMB mode. I'm at my cruising altitude and it is still indicating CLIMB. No way to switch to CRZ profile either. So, I start setting up a copy of my flight in the secondary flightplan. Everything inserted, activated, quick direct to nearest waypoint... And all the waypoints have FL370 again. The first waypoint of the STAR has a constraint of 280/FL190B. The second waypoint has a speed 250kts constraint but no altitude, and the CRJ thinks it should be at FL370 there. Like, what is going on with the VNAV calculations in this plane? I actually double checked this again while writing, and it does it by default! It was not me screwing anything up with the secondary flightplan. At this point I just use my own personal VNAV (brain) and plan my descent. Approach is set in the FMS, I create a base leg from ADINI to WA533 as that is what ATC will usually give you in Warsaw when coming from this direction. Just past ADINI and on the base leg I activate APPR mode for NAV-to-NAV functionality. It instantly captures GS even though I am 90 degrees off the final track and the localizer is not even captured, why is this possible? LOC1 is green shortly after, still 90 degrees off track. It again does not switch to green needles. It never actually captures the real GS and just continues with a steady 1200fpm to the ground... And why is the ALTS CAP FMA still missing? Why is the flap limit speed for flap 20 on the CRJ900 still incorrect on the airspeed limit placard? It should be 220, not 230, I reported this back in the CRJ X beta even all those years ago and it should be such an easy fix as it is correct in the system logic.. so just a texture change. Why does the MDA have a leading zero when less than 1000 is selected? Why does VNAV on the MFD indicates the required flightlevel to be at as F380 instead of FL380? The only place a format like F380 is used is as input in the FMS. Why can't I delete an altidude/speed constraint at a waypoint? It is something we use daily. Why does it still have trouble with turn anticipation? I'm sorry, but this product does not deserve the tag Professional. If after these years, even basic functionality like LNAV, VNAV and approach captures are not able to be 99% reliable... I am truly sorry mr. Hartmann, but you need some help getting this addon to a point where it fully deserves to be called Professional and where it is fully worth the asking price of €75. Video demonstrating the weird VNAV calculations, I go through a quick FMS setup and from 2:37 you can see me setting up performance and VNAV and showing the LEGS page after. This was me double checking, not during the actual flight, so it is reproduceable: Screenshot showing the GS capture on base leg before LOC capture: Video of the plane telling me it is fully stabilized on the ILS while basically flying into the ground: Image showing that MDA does not have a leading zero when less than 1000 is selected: The flap speed difference you should be able to easily confirm yourself by checking QRH Vol.1 Speed Limitations for CRJ700 and comparing to the one for CRJ900. But as it is already correct in the system logic I am assuming you know.
  2. 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?
  3. 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.
  4. 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.
  5. 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.
  6. 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.
  7. 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.
  8. 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.
  9. 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 .
  10. I just wanted to provide a bit more info if someone else will be looking through here with the same question :).
  11. 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.
  12. This appears to be operator dependent as we set landing elevation during the initial setup of the aircraft prior to even engine start.
  13. Depends on whether it's in the terrain/obstacle database, the mode of EGPWS active etc. I have personally not seen or heard any weird warnings even flying in hilly areas. The weirdest one was TERRAIN TERRAIN in cruise due to a spiking radio altimeter.
  14. I would like to second this request for the Nordica livery. Their -900 wears it like this: And the -700 like this: Own image:
  15. Long time since I checked here... There is still a readme.txt in the zip file for manual installation :). I have no clue if the livery works with any of the later Airbus versions.
  16. It seems the problem is now correcting itself after several reboots and restarts of the Launcher.... After the 4th reboot and then starting the Launcher, it suddenly notified me that I needed to activate Antarctica X, which it is now doing. My apologies for the useless thread .
  17. Hey guys. I'm in the process of reinstalling FSX and a massive amount of addons. I've installed Antarctica X and activated yesterday or the day before, and last night after installing a lot more addons I somehow managed to uninstall the Aerosoft Launcher without noticing it might affect Antarctica X. So there are now a bunch of .blob files in my Antarctica X scenery folder. No big deal I thought, simply reinstall the Launcher and see if I can fix it in there. So after reinstalling the launcher, Antarctica X was listed as activated, but I still had those encrypted .blob files hanging around. Ok, let's try to remove the activation from this PC and then reactivate... still no go. Again the .blob files are still there and not decrypted again. I'm not quite sure what to do next. I maintained a strict install method so Antarctica X is now nicely nested on my hard drive, fully defragmented and right where I want it. I would hate to have to remove it and reinstall that 7GB+ of data. Is there any way to fix this problem?
  18. Hehe, nice comparison. Thanks for the extra info, I appreciate it .
  19. Thanks for the explanation, it helps a lot. Ever since I've done a typerating for the above mentioned Jetstream, it's become a slight addiction to get to know as much as possible about underlying mechanics for other aircraft, especially when they differ from what I'm familiar with. I think I'm still going to dig for some schematics of the lever setup to see how it accomplishes to maintain the most efficient settings .
  20. Hey guys, here's something that's been bugging me since release. I like to know why stuff happens and the manual is a bit limited about the power and condition levers. I initally posted this question in another topic, but thought it would be best to start a new one instead of bumping the old one up. Maybe I'm digging in too deep, but it's just bugging me a bit and any further information would be appreciated. Something like the schematic attached to this post, which is for a TPE331 on a JS3100/3200.
  21. Version 1.0


    This zip file contains a repaint for the Aerosoft Airbus X A320 IAE in the livery of Air New Zealand with their All Blacks scheme, as seen on the ZK-OAB. This is my 3rd repaint for the Airbus X and I do not have the same skills as some people here, but I did my best to represent the ZK-OAB as faithfully as possible. At the time of creation, no such livery was yet available but I see there's one in the library since the 20th of December, the same date I finished this one . More choice is usually good, so I thought I'd tweak it some more and still upload it. If there are any problems, send me a private message. Edit: Wow, over 4 years on and I see that this livery is still getting downloaded. Please be aware that I have never tested it with any later version of the Airbus than the one available at time of release, and I am not sure installation instructions are still valid. If you have any issues, I would suggest downloading a version by another repainter as I no longer have the source files for this, nor the time to update it. If you are using it and it works well, cool! I hope you enjoy it!
  22. As far as I know, in the Jetstream, the condition levers do not control fuel flow except when in Beta mode (through means of a fuel governor). The reduction in temperature is more likely caused by the increase in mass air flow through the turbine due to the increase in RPM. Could you tell me which section/page of the J41 document describes it as being a result of surplus fuel, perhaps I'm mistaken? As for the Bronco, I'm not getting much out of the manual. It is unclear to me which levers control which functions. It mentions; - The power levers control thrust output (how, do they alter fuel flow, do they alter the propellor pitch directly, or can they do both, like the Jetstream does with PG Mode and Beta Mode?) - The condition levers control fuel flow and set minimum RPM (do they tell an underspeed governor you want a minimum RPM of X and open some fuel valves or do they actually control fuel flow rates and propellor pitch?) Without knowing those factors it might be tricky to explain exactly why the TiT in the Bronco increases. It could be adding fuel, combined with the increased airflow, causing more combustion in the turbine. Or it could just be the SRL computer intentionally indicating a higher TiT to add extra protection against engine overheating. I like to know this kind of stuff. It's one thing to see what effect pulling this or that lever has, it's another to know how the effect is achieved. Is there a possibility for more info on those items?
  23. Looks like Spitfires and Bristol Blenheims to me. Seems to be all elliptical wings, but maybe a German fighter mixed in there somewhere seeing how all the fighters are darting around (maybe a BF-109 or something).
  24. Just checking, since the article on the main Aerosoft page mentioned a free product, so I was guessing it would be a competition with an end date. No end date is fine with me by the way, I want to make a couple of better shots, but have to start from scratch after a hard disk failure.
  25. Is there an end date to this challenge by the way?
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