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About CRJay

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    Flight Student - Groundwork

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  1. Basic flap and minimum speed schedule: Flap 8 -> Flap 20 -> Gear Down, Flap 30 -> Flap 45 180kts min -> 170kts min -> 160kts min -> Vref For the OP, try not to drop below 160kts with flap 30 (yes, it is a real CRJ flap setting) as depending on weight and airport elevation, temperature etc, a speed of 145kts is basically Vref for that flap setting, and you could get on the wrong side of the drag curve quite easily.
  2. You only enter the waypoint. If that waypoint has an altitude restriction it will show automatically and then show the vertical rate required. If it is a waypoint without an altitude restriction you should first assign one to it on the legs page.
  3. Yes, they are driven by electric motors, not hydraulics. Pretty much every other flight control surface is hydraulic though, except for the horizontal stabilizer.
  4. Our Bombardier QRH Vol. 1 PERF section has V-speeds and thrust settings (normal and assumed temp) up to 10.000ft and a range of OAT. I can not guarantee but am fairly certain it is not proprietary since I don't think our CRJs have ever operated anywhere over 2000ft elevation. And no way would they spend the extra money to get that data :P. I can not share the full document but might be able to put together just those specific charts.
  5. Noticed the same, and it should only blink about 3-5 times before going to a steady indication. I'll try to take a video on the RW plane soon.
  6. A heading or course is not displayed as 000 on any CRJ that I am aware of, but it does in the sim version. It should be displayed as 360.
  7. Basically as the title states, when CLB mode is active and mach number in use, there should not be a leading zero in front of the decimal. Right now it is CLB 0.77 and it should be CLB .77. It's a bit tricky sometimes to take pictures of the screen since it is CRT and builds the image in multiple sweeps. But it is visible here.
  8. Nope. The main 'issue' with the RW CRJ autoflight is undershoot or overshoot on an ILS intercept due to wind. That is usually very minor. Two days ago I was flying nearly direct North (track 002 to 004) with an 87kt direct crosswind and it tracked rock solid.
  9. FL380 is pushing it a little bit at that weight but should be reachable with that temperature and using 300fpm for the last bit. From which level do you start to see the issues? If it is already at FL300 it's a bit weird, it should have decent performance still (talking about the real plane btw). FL370 should be possible with a minimum climb rate of 500fpm. The reason why you are not regaining speed, even with full thrust, is because you are at that point waaaaay below the minimum drag speed. There is so much drag to overcome that you need to actively drop the nose and reduce the a
  10. As an aside note... The heading/course should never read 000, it should be 360 instead. Not to hijack the thread, but perhaps it has some impact on this issue as well.
  11. Being able to fly an ILS properly is a basic necessity in an aircraft like this. If you know before release that your airplane is not able to do this properly, you are releasing too early. And in an unfinished state with known issues. And you should be honest and open about that. Happy that for you, ignorance is bliss. You don't know the real plane, so you are happy with deficiencies. Let's both stay in our lanes, I'll do the real flying and fact checking the nonsense you post .
  12. You can fly Vref from 10nm final and the real plane will do just fine on glideslope... You'd have an interesting talk with ATC probably, but the plane has no problems. In fact, keeping Vref+10-15kts until flare would likely get you a couple of speed calls from the pilot not flying, as you should be Vref over the threshold and being 10-15kts fast significantly increases your landing distance required. For now, this real CRJ pilot is simply not flying this virtual CRJ, just like I would not fly a real CRJ that takes me below the glide on autopilot . But hey, that's just my personal d
  13. Great, this is the kind of update that should be given here to your paying customers. I fully understand not being able to share a lot of the things that are going on, but this was an issue where the impression was created that the glideslope logic was now custom since the update to solve the issue, yet fingers were still being pointed at Asobo. Now we can at least understand why.
  14. I was under the impression that since the update, there is a custom glideslope logic and code in use. It does not nose dive anymore, instead it goes for a more 'gentle' crash before the runway. Since it is now custom logic in use, it seems relevant that you guys acknowledge the NEW issue and keep customers up to date on what the intention is to fix it. Unless you are stating here that it is still the same issue and nothing custom or new has been implemented, so it is all still Asobo's fault, while other dev teams manage to make their planes fly ILS approaches flawless and without t
  15. Would be nice to get some feedback from Aerosoft on this. The last post on this issue by anyone seemingly related to the development is roughly a week ago. And it read as only a half hearted acknowledgement of the problem. But the FAQ section still blames the simulator despite the custom glideslope code/logic.
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