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ModsWanted

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  1. Hello Nicolas! Thanks for sharing the story! It's heart-warming to see how aviation connects people, as some people pn your picture are my collegues! I fly the CR9 for exactly this company! Thanks again and wish you all the best Nicolas!
  2. On the CRJ is a toggle switch (between the thrust levers and the flap lever) which you can use to additionally indicate the altitude in meters on your PFD.
  3. Will share my IRL CRJ experience on Twitch on Tuesday, about 15:00Z. Join if you like! https://www.twitch.tv/modswanted
  4. Hi! One of the IRL CRJ pilots here. Yes, MSFS aerodynamics seems a bit strange sometimes. I haven't watched the video yet but I can assure you, that in air the CRJ is very sensitive. Especially on approach you need small inputs all the time and trimming, trimming, trimming! I think I had to turn the yoke to the limit just once in 5 years on approach, just because of a vortex of a tripple7. But yeah, on ground it should behave like a "normal driving thing". Seems to be an MSFS issue, hope it will be patched some time.
  5. 😄 I know what you mean. But as all CRJ pilots know, this plane needs a lot of attention and is barely forgiving. No Autothrust/throttle, no real VNAV, no FLCH mode and so on... at least we are paid for working and not sleeping there 😄 no, I'm joking. Every aircraft has it's own quirks and the CRJ has a couple. Better use pitch than get airsick 😁 Discussion can begin!
  6. Also a very useful and better than VS mode (not for descent) but for climb, is the pitch mode. Pressing VS once activates the VS mode, pressing it one more time, activates the pitch mode. Thereafter you use the VS-wheel for setting the pitch. 1 Click is 0.5°... so be gentle with that "scroll wheel" 😄 I show some examples further down for the CRJ900, but keep in mind that these pitch values will vary with your take-off weight. I will use a typical take-off weight of around 34t +/- 1t . If you have no speed constraints on your departure route the following values are quite handy to have a nice steady climb, instead of oscilating into the skies 😄 After take-off when you move the thrust levers from the TOGA detend to the CLB detend set the pitch to 7.5° and the airplane will slowly accelerate with a good rate of climb and will keep a speed of around 250KIAS. So very handy when you are below FL100. Passing FL100 reduce slowly the pitch to about 2° - 2.5° to reach a speed of ~290KIAS. It is advisable to keep your speed during climb not less than 290kias if you want to ceuise at higher levels, like FL390/400/410. Otherwise your climb rate will decrease to about 300-500 ft/min between ~FL330 and FL370. I personally call it the "thrust black hole" 😄 Pay attention to the Mach-Nr. during your climb. It should slowly increase... if it's almost steady, reduce pitch by 0.5°. When reaching M.79, for further climb, adjust pitch to keep not less than M.79 and say hello to FL410 🙂 I know, might appear as a lot if numbers but if you try them a couple of times you'll get used to it quite quickly. Of course no idea how accurate the flight model the AS CRJ is, the values above are reallife numbers. Best regards and enjoy the CRJ!
  7. Ok, that is interesting. I don't know exactly what "based on" means, but I fly the CRJ for this company and when I look at our checklist, I only see these. POWER UP COCKPIT BEFORE START-PUSH AFTER START TAXI AFTER TAKE-OFF APPROACH FINAL PARKING LEAVING And if I cosider your "TERMINATING" checklist as our "LEAVING" checklist, the content is still a bit different. That's why I asked, if it is possible to change them. Do I think right, if I say that your checklists are meant to be more like a "read and do items procedure/check list"? I mean that's ok, I think it is useful for new players, who don't want to read a couple of pages in a manual and get to the finish line anyway. So I think, I will then use just a printed copy our checklist 🙂 Thanks for that Info Mathijs!
  8. Exactly what I said! Thank you for your honesty Mathiys!
  9. Thank you ver much for showing the functionality of the EFB! A lot of great features and a lot of work to programm them. I love the OPTIONS window and especially the possibility for hardware input configuration, great! I also wanted to ask some questions regarding the EFB. - Is it possible to change the content of the checklists in the EFB? I don't know if they maybe are saved as txt or csv files somewhere in a folder, or are they "hard-programmed" into the EFB? - PERFORMANCE tab: I like the feature of setting runway conditions and flaps setting. Is or will there be an option for calculating the flap setting by the performance tool depending on TODA? As you know, on long runways you have almost everytime a "Flaps 8" take off, but on shorter runways it quite often depends on runway condition and take of weight, what flap setting (8 or 20) will be best for take-off performance. Is there something like that hidden somwhere in the menue? - And another performance question. Does the EFB differentiate between the aircraft types? Since all aircraft types have different weights and engine performance. - The background picture in the AIRCRAFT and MAINTENANCE tab is a CRJ900 (4 overwing emergency doors / 2 fwd cargo compartments) but we are sitting in a CRJ700. Maybe the guys forgot to change it, or is it be just one for all types? - You showed how to change the barometer setting between hPa and inHg in the EFB. Is it considered like a preset (as most of us will set it once and for all and not switch back and forth 😄 ) and the button in the cockpit is inop? Or can you change it either ways? - Animation bug?: I think there is bug in the animation of the guardrail folding. Normally these two upper arms move down after removing the quick release pins. But in the animation they go up into the cabin. It's a bit hard to explain what I mean, so I've created a picture and highlighted these arm in green color. Maybe it helps. SORRY FOR ASKING that much! 😄 But I'm totally hyped and can't wait for it! Maybe it helps to straighten some bugs out before the realease! 🙂 Thanks again for your effort and have great sunday evening!
  10. Thanks a lot for the video! A very good example of how different SOPs can be. I hope that people will think now about he possibility that there might be different procedures, before they write a complaint. In the end it is your decision to which SOPs you prefer to operate the airplane in MSFS, either Bombardier's or the airline of your choice or the Aerosoft's SOPs. Good video! 👍
  11. I think I expressed myself wrongly, sorry for my English. The point is, that the duty of a tester / supporter is not to criticise the product OPENLY where everybody can read it. All the criticism (which mostly results in improvement of the product) stays behind closed doors and goes directly to the development team, where the lead developer / project manager decides what needs to be done and what's nice to have. So even if you ask any of the testers here for their personal opinion, you can't always expect an honest answer (no offense to the testers and supporters). That's how product development works. So at the end it doesn't really matter who you ask, they all might say "yeah, it's spot on!" but it doesn't mean it will be the same to you... that's why I said, we all will see, when the product is released. Compared the sounds in the cockpit of the real thing, to the AS CRJ, I can say from my experience, that it does not represent the reality. Which is not bad at all! As Mathijs already told us in his F-16 story, it sometimes even adverse the situation when you bring the realism to the people. It is always a balance between playability and realism. It is absolutely necessary to concentrate on things which make the majority of customers happy, when yo want to finish a product. If you try to make a product which 100% the real thing, you might never get it done.
  12. And how do you know that HE will put a 👍 on the sound set? Do you know what decisions are taken in the development team? Maybe some of the testers aren't that happy with the sound, for others they might be ok... who knows? We all will know, when the product is released and then can decide for ourselfes.
  13. Exactly! That's the unfortunate truth! Instead of saying "Oh?! That's how it really sounds here in the front? Interesting!" it's more like... "I was on a flight 5 years ago on this plane and it sounded totally different! They don't even get the sound right!" 😄 Seems like I'll have to record my own sound package 🤷‍♂️
  14. Thanks for the story! And unfortunately an understandable one... customers are sometimes strange 😄 But if you intend to provide a sound package for CRJ as well, please please please do it! And don't remove it 😄
  15. That's absolutely correct. But you still hear the difference. When you have the ANC activated, you still hear this roll of the nose wheel, especially on grooved runways. At the moment of rotation, when the nosewheel leaves the ground, you hear and feel a light vibration/rattlling (like in the video). When the nose gear is up, you also hear how the tire rubs on the braking pads in the NLG bay and stops rotating. When the NLG doors close, the wind sound reduces also. I would say, the difference is just, that almost everything is a bit dampened with ANC on. The only big difference is, that the engine sound is a lot quieter, than with ANC off. I agree, that sounds definetly have a big impact on immersion of the flight experience, especially playing in VR. But I think, that a sound package, is also absolutely ok, when it's patched at a certain update. Doesn't have to be perfect from the 1st scond.
  16. Normally it is not possible to intercept airways. But airways are actually nothing else but "lines" between points or naviagation facilities. In the RL CRJ it is possible to tell the FMS at what angle (radial) you want to intercept a waypoint, a beacon, a vor station or even the airport identifier. So if you know the course (written on any aviation navigation chart) of your airway to or from a desired waypoint, you technically would be able to intercept and continue on an airway. It's a bit difficult to explane it in words, how to do it in the MCDU, but I try it. So if you have the CRJ for P3D you could give it a go. (I don't have P3D) 🙂 1. It is advisable to sync the HDG and switch on the HDG mode first. 2. On the legs page in the MCDU, type your desired waypoint into the scratchpad. 3. Press LSK L1 (Line Select Key Left 1 - top left button on the MCDU). -> This brings your just typed in waypoint to the top of the legs page (so this will be the next waypoint the aircraft would fly to, when you switch to NAV mode later on). 4. In the lower right corner on the MCDU display, you will now see a 3 digit number or dashes (depending on the routing programming)... we have to change it, if we want to intercept at a desired course. 5. Type your desired course into the scratchpad. 6. Press LSK R6 -> this overwrites the 3 digit number (or the dashes) with your input and the numbers are shown in a bigger font now. 7. Press EXEC -> this executes your modification and you should see a line leading to your waypoint on the MFD (Multi Function Display... on other aircraft types also called Navigation Display.) 8. Turn the HDG bug to an intercept heading to this line. 9. Press NAV mode and just wait until the airplane intercepts and follows it. Now this must look like a ten minute programming of the whole airplane 😄 But it's not, actually it's just a couple of clicks. We use it frequently on approaches to give us better situational awareness by displaying the extended centerline of the runway we are approaching. And now I realise that I have no clew, if this function is programmed in the Aerosoft CRJ?!!! 😄 But would be really cool, if it is?! I would love to try and record it, but as most of us, I have no access to the product. But maybe @The Dude would find some time and record it? Just takes a couple of minutes 🙂 would be nice to see! Best regards!
  17. Well, that's not a feeling, it's unfortunately the truth. After Mitsubishi bought the CRJ rights, they just finished the existing orders and stopped production to favour their own product, aka Mitsubishi SpaceJet. So that's definetly the end of the CRJ 😞
  18. Thanks for the info, perfect! Then I don't see any trouble for any casual player to take off, speed up and retract gears and flaps. Use of automation can be used in standard modes like HDG or NAV and VS, same as any G1000 is able to do. Just high attention to the speed must be set, as we know... no Autothrust/throttle 😄
  19. I love GA as well, but it's difficult to compare the procedures of a "kick the tire, light fire" airplane (no offense!) to an airplane with demanding systems, which was designed as a Multi-Crew-Concept aircraft. If people want to go from "cold and dark" to "airborne" without knowing what certain buttons and switches do, it might be rather frustrating than enjoyable. I think from developer and user-friendly view it would be a good solution to implement aircraft states, if it's not already done! This would be very handy and a good mix of simulation and "hop in and go". Especially if you just want to get airborne quickly and practice some approaches or so. This could look like something like that. State "Cold and Dark": Well... as the name says, everything off, you are on your own. State "Turnaround": A typical turnaround scenario, with GPU or APU on, IRS aligned, good amount of fuel, and so on. State "Ready for Departure": Typical take-off state, Engines on, Flaps 8, APU off, Packs on, Trim according MAC, all necessary lights on, and so on. So you can just taxi to the runway and go. The lack of possibility of importing MSFS flight plan is of course not the best situation in terms of "hop in and go". I can imagine that the formats are so different that a lot of work would be needed to make it happen, if it's possible at all. But honestly, would you really attach importance to a correctly filled flight plan with all waypoints and constraints, if you anyways just want give it a spin and do some touch and goes? I think it is more important for these people just to get of the ground as quickly as possiple and go for aspin. Best regards, Eddi
  20. I couldn't agree more with you on that. The most important two "bibles" in an airline are the OM-A and OM-B (Operating Manual Part A, Part B). For example Part A contains everything which is not airplane related. But also has to comply with authority regulations... like crew compostion or qualification and so on. Part B contains everything which is aircraft related and has to comply with manufacturer specifications. THIS manual actually contains all the SOPs (Standard Operating Procedures) how your airline wants you (the flight crew) to operate the specific aircraft type. So you can imagine how many different OM-Bs and therefore procedures are out there for certain aircraft types. So for exapmle if a procedure in airline A says that you have to switch something on or off at a certain point, it doesn't mean that airline B or C does it the same way. As long as the aircraft manufacturer is ok with these procedures, you can alter them to your needs.
  21. Turnaround times mostly depend on how quick ground operations are handled. For example for the CRJ 200 in accordance with the Airport Planning Manual, are normal on station turnaround times, 20 minutes. The operator can change the procedures if he thinks so. So time will change aswell. One exampme. On the APM the deboarding and boarding of passengers takes place during refueling. Some operators don't do it (for wxample because of risk of fire with passengers on board; higher cost, because a vehicle of the firebrigade has to stand at the airplane and some more) and many airports don't even allow it. So long story short what is planned and what is realistic is different every turnaround. For example our company runs a turnaround time of 35 minutes for the CRJ900. I would say, this works out in about 60% of the flight. But as I saidn there are a tone of factors! If you are interrested in more, you can PM me if you like. So I don't need to spam the forum 😄 Cheers!
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