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N651EB

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  1. I was able to solve this in my sim. I had the same figures and struggled with this for over an hour last night. The correct cofig is the latter with Max at 16384 and Rev Max at -16384. My detent numbers matched yours almost exactly (which means you calibrated your hardware correctly to fly the bus, so good job!). The issue here is that the Idle and RevMax detents overlap each other with the sensitivity buffer on the calibration tool (default buffer is 1000). Here’s what you need to do to fix it: 1. Set the Idle/Rev sensitivity buffer manually to 200. This is hard, you have to manually force it down past 500 in increments of 10. 2. Click ‘SET’ on the idle and rev max detents AFTER setting the sensitivity buffer at 200. 3. Click validate (should confirm no errors detected) 4. Save settings Now the thrust levers should work correctly through their full range!
  2. I have searched the FAQ and documentation but have not found a list outlining how specific aircraft functions are mapped to MSFS inputs. For example, there are buttons on my throttle quadrant that I would love to have control the reverser arm switches and the action to move the throttles between locked/shutoff and idle. Is there a guide available somewhere that would indicate which inputs can be assigned to controller buttons to accomplish this?
  3. Requesting America West Express! Such a great livery. America West flew some of the first CRJ-700s in the US. These jets were operated by Freedom Airlines, a subsidiary of Mesa Airlines. Below are links to screenshots of N507MJ which later went into service with Mesa on a United Express contract (my second request - the UA battleship gray livery also looked great on the CRJ700!). N507MJ operated by Freedom Airlines d/b/a America West Express: https://www.airliners.net/photo/America-West-Express-Freedom-Airlines/Bombardier-CRJ-701ER-CL-600-2C10/518793?qsp=eJwtjc0KwjAQhN9lzx4UUaG3ehT8OfgCy2aogdiEzRYspe/uGrwN33zMLCR5NHzsORdQRxWs8qINFVZ%2BV%2BoWUgyxmrLFPPZiEyf3boft6Xpxr2a18%2BwksKEXQTGEP79rgP4qVGmTg1/sPEAfLdP%2B6DzEWhK3DRjHROv6BUVxMhk%3D N507MJ operated by Mesa Airlines d/b/a United Express: https://www.airliners.net/photo/United-Express-Mesa-Airlines/Bombardier-CRJ-701ER-CL-600-2C10/1865657?qsp=eJwtjc0KwjAQhN9lzx4UUaG3ehT8OfgCy2aogdiEzRYspe/uGrwN33zMLCR5NHzsORdQRxWs8qINFVZ%2BV%2BoWUgyxmrLFPPZiEyf3boft6Xpxr2a18%2BwksKEXQTGEP79rgP4qVGmTg1/sPEAfLdP%2B6DzEWhK3DRjHROv6BUVxMhk%3D
  4. I’m not an IRL CRJ driver, but I am an IRL pilot. And I understand where you’re coming from on perceived oversensitivity/instability of flight sim aircraft compared to the feeling and response of real aircraft. In my experience, though, this isn’t inherently a sim or even aircraft model issue. Much of this can be overcome with good and well calibrated flight controllers. If you’re using peripherals in a truly plug and play fashion, you’re likely doing it wrong. Take time to adjust the physical resistance on the devices and then tinker with sensitivity and dead zones. Also, downloading the latest software and firmware from hardware vendors is a must. Well calibrated control devices can close much of the gap on the tendency for flight sim aircraft to feel overly sensitive. The other part of this that is harder to overcome is the fact that you are stationary and watching a screen as opposed to physically being in the aircraft. What feels like a subtle movement in a real aircraft is oftentimes a more significant movement - you’re simply moving with the aircraft. On screen in FS, the same movement feels more drastic since you’re watching it all from sitting in a stationary chair. This is why I feel like VR has the potential to be a game changer in MSFS. I’m honestly not sure where/how to dive into VR (and also afraid of the looks I might get from my wife if I put on a VR helmet), but I think it has the potential to be very compelling. Using VR in MSFS with well calibrated control devices has the potential to be very, very cool.
  5. The detail here is incredible! Very impressive work inside and out. I can’t wait to start seeing what this team can do with the Airbuses later this year!
  6. I know it is early yet, but any thoughts on range of models covered in the single A330 release? I’m specifically thinking of the -800/900 neo birds. Has the team studied differences and feasibility for including the neo variants in addition to the 200/300? Are all engine options in scope for the 200/300?
  7. Like I said, it has a fun approach 😀 And looking back, EasternT3 had the idea first! Hopefully I can help in upselling it. I would love to see this video.
  8. My vote is KDEN-KASE. Both Denver and Aspen are “hand crafted” detailed airports in Default MSFS. It’s a short route (~120nm) with great scenery, and the approach to Aspen is really fun. Also, this route has the added benefit of being a real life CRJ550 route with United Express/Skywest: https://flightaware.com/live/flight/SKW5477/history/20210304/1823Z/KDEN/KASE
  9. Completely agree with this. In the US at least, cabin service routinely begins once the pilots alert the cabin crew to ascending through 10,000 ft. This also coincides with WiFi enablement. From a coding perspective, is the right solution to trigger the cabin service announcement once the cabin crew is alerted to ascending above 10,000 ft (is toggling the no smoking light used yet for this in the CRJ?)? Perhaps two variables for the coding - enable eligibility for the announcement either based on altitude or perhaps some other departure status indicator (gear up or clean wing config?) and then trigger the announcement once the no smoking lights are toggled.
  10. I love the original Eagle livery! My hands down all time favorite CRJ livery is America West Express (photo linked below... not sure how to do the fancy embedded image from airliners.net). Mesa Air was one of the early adopters of the CRJ stretches and took delivery of the 700 and 900 long before scope clauses allowed most US carriers to add them to their regional partner fleets. https://www.airliners.net/photo/America-West-Express-Mesa-Airlines/Bombardier-CRJ-701ER-CL-600-2C10/485422/L?qsp=eJwtjD0OwjAMhe/iuUuKqKAbvQAMXMByDEQKbWR7oKp6d5zA9v6%2BtwEts/HH7mthGEEZhV7QQUHBt8K4ASYhwYdNqIl%2Bs/44nLta5DRX6hT64IwuYtPqPqLxhYiLcfznV4kstWKldv90MLhguTUNh8HzmLRkbB9smDLs%2BxdlyDUj
  11. If APU is inoperable or unable to generate enough bleed air to accommodate a normal start.
  12. Former CRJ and ERJ ramp rat here. They can be started during the push, and in my experience our CRJ700 drivers were very eager to start both 1 and 2 while rolling back. Only reason for a stationary start would be if an air start was needed, which our ERJs seemed to need more frequently than our CRJs.
  13. An Aerosoft A220 would be an instant buy from me! I had a chance to fly several legs on the BCS1 prior to Covid and absolutely love that plane. Understood that it’s an Airbus in name only, but perhaps the Collins avionics/systems would have at least some synergies with the CRJ code base (here’s hoping!). That said, very excited about the A320/A330 family as well! I’ll be eagerly keeping an eye on this preview forum.
  14. You rock! I love the history of the Endeavor 700 birds which still bear the old Comair registrations. Thank you!
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