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Everything posted by CRJay

  1. Not sure, but at least in my company it is not SOP to arm nav mode on the ground. For us it is only after positive rate and gear up call that we start setting speed mode and nav mode on the FCP.
  2. It should calculate a path to get you to 1500ft AGL at 10nm from the destination airport. Same when you have no altitude restrictions at all along your path. It will generate an advisory DES point.
  3. More like: Or at least, that is how it should function .
  4. Climb in 290 until current mach speed reaches M.74, manually switch to Mach mode. It's usually a bit later than Aplato mentions in my experience, generally around FL280-290. And from FL360 on, switch to M.77 for climb to cover your behind (at certain weights and altitudes, minimum drag speed can reach M.74 and it can be easy to get on the wrong side of the drag curve, so climbing at M.77 gives you some leeway). At the moment, the transition is a bit bugged though, at FL316 it will reset the speed bug to whatever your current speed is. It should not do that, so you might have to reset your desired speed.
  5. Understandable, just noticed it and figured maybe if one of the modelers/animators is ever bored πŸ˜…πŸ˜‰.
  6. I’m sorry you are so offended by me asking a few questions regarding bugs and issues that have been around for quite some time. I believe no one would like to see these return in a paid expansion for this aircraft. I see you can only resort to personal attacks. But hey, luckily no one asked for your opinion, so go yell at the sky outside or something.
  7. Has it been checked yet? Any plans for an update before releasing the CRJ900/1000 to fix some of the many issues like these? It's been awfully quiet on the bug fixing front besides "We'll check this" or "We'll have a look at that". No replies to topics with joyous messages like "This has been fixed in the upcoming update". So we are looking at these issues for two months by now, not being able to use the product like intended, for day to day normal ops. 260nm on 100kg of fuel, sign me up.
  8. I just noticed that the map light on the FO side is functional, without actually deploying the light. If you have a look at my amazing artwork (lol), the light is located within the red circle and should be illuminating along the green line. Instead, it is lighting up the chart holder. If you want to make it illuminate the chart holder, have it fold out like the real thing. It hinges out from the top and can rotate left and right then.
  9. It will be blue when it is loaded/set in the background, only green when it is the active navigation source.
  10. If you wait until you are within the terminal control area, it will automatically tune the ILS frequency and set the course, provided you have set up the approach in the FMS. There is a specific distance at which it will set the course correctly but I don't remember at the moment and too lazy to dive in the manuals . But say roughly 30nm from the destination airport. You will usually be in white needles until coming on to the approach, but if you switch to green needles before the FMS has set the correct course, it will not happen automatically anymore.
  11. The LOC needle is aligned just fine but I am guessing you probably switched to green needles manually and did not set the final approach course?
  12. Your example is still irrelevant if you look at the issues mentioned here, which are mainly about turn anticipation not being implemented properly. Has nothing to do with some slight heading variations when correcting for wind change or being 'locked on' to an airway track, these are pure and simple incorrect turns.
  13. It actually is nowhere to be found in your screenshot or post... I'm not quite sure what your point was posting that image. It shows a few degrees of change, which can be something as simple as a wind shift. But the issues discussed before are about completely incorrect turn anticipation, which is a whole different thing. Ask any real CRJ pilot (I know you don't believe that I am one , but there are a few others around on here)... it does not do the crazy stuff that the sim addon does, nor is it constantly wobbling. And I know the claim of sim issues will come up again, and in return I'd like to point out that turn anticipation and weird LNAV stuff has been a constant thorn in the AS CRJs side since the CRJ X.
  14. Same, just often via the LEGS page it takes one or a few more button pushes, especially if the point you want to go to is on another page. Should still work properly from the direct page though. Heck, if I remember correctly this bug was even in the CRJ Professional in P3D and never fixed there either. Seems like it is on the same course this time around.
  15. There are some different versions of the 700 (700, 700ER, 700LR, 700 NextGen ER/LR etc.) and to be fair, it is not quite clear which version is simulated in the addon. The manual has some weight numbers that are right for an ER but then performance figures like range that fit better with a non-ER 700. The deliveries were mostly split between 700 and 700ER, with little or no LR versions I believe.
  16. Airports in climates that experience somewhat cold weather and situated in valleys, or near large-ish bodies of water are usually pretty decent candidates.
  17. CRJay

    MDA Call Out

    Some of our planes give a "PLUS 100" call at 100 above MDA as well. There are some options that can be tweaked as to which specific callouts are enabled, though not by pilots. But in general it should at the very least give you the minimums call at DH and MDA.
  18. With the right training and approvals you can definitely fly the CRJ700/900 down to CAT2 minima on autopilot. Lowest height you can disengage is 60ft and CAT2 minima are not lower than 100ft RA. So in that sense, the only benefit of the HGS is CAT3a manual approval. You'd need to operate into CAT3 weather afflicted airports a lot to get a return on the investment of the HGS. That is one reason why many CRJs do not have it (but annoyingly, do have the provision for it above the left seat, source of many head bumps getting in and out of that seat).
  19. Has unfortunately been broken since release, and dev has been aware of it since release as well. Coming up on 6 months without a direct to functioning properly soon... Just sayin'.
  20. Some more info… The CRJ can fly most RNP approaches down to at least LNAV minima, provided it does not contain radius to fix (RF) legs as posted above. If weather conditions are ISA or better (basically just temperature of 15C or higher at sea level) you can also go down to LNAV/VNAV minima.
  21. In Auto Mode, yes. But in Manual Mode you need to control the valves yourself with those switches. Don't know if that is simulated.
  22. Technically, yes. It needs to be open at some point to allow bleed air from the APU or the running engine to reach the opposite engine for startup. But if your Bleed Valves selector is set to Auto it should take care of this automatically. You only need to worry about the ISOL Valve if you are in manual mode or in non-normal operations. The ISOL switch should have no effect if the Bleed Valves selector is in Auto.
  23. You actually can. Even with ANC headsets on.
  24. Yeah, it is also not the easiest thing to describe, haha πŸ˜….
  25. It should NOT switch according to the FMS. That was what it did before (and then again at 31600ft) which was luckily fixed after a previous topic on this. It ONLY switches automatically at 31600ft, not according to whatever is set in the FMS. The values in the FMS VNAV setup are used for calculations like time remaining etc.
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