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Finn last won the day on September 6 2014

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  1. In VR the center buttons can be pressed using this workaround: Place the mousecurser on the center of the knob. Wait until it disappears. Then slightly "wiggle" the mouse to make the mouser cursor visible. The mouse cursor should now have become a hand and the button can be pressed. A bit inconvenient, but works fine if Your not in a hurry to press it
  2. With VNAV set to "Coupled" I hardly ever get the AP to arm and intercept GS - it almost alwas sets VGP mode. With VNAV set to Advisory mode (unchecked "VNAV Coupled") GS both armed and engaged. The GS was perfectly held until reaching MDA where I disengaged the AP. With both Gear down and Flaps at 45, speed was kept at Vref+5 knots. I´m not sure, but I think the bug with not following the GS, comes down to whether "VNAV Coupled" is enabled or not.
  3. Note that undocking MFD's in VR does not work.
  4. As a Flightsim developer from the past I can assure You those people will start reporting in all kind of FS forums that the CRJ isn´t realistic and that the Font´s are wrong and that realism is compromised. Also it would require alot of thinking into which text should be enlarged, cause in the end, if the size of the displays should reflect the correct overall size, only a small protion of the Display content could be enlarged without compromising the overall look and usability of the Displays. Even in real life I guess (without ever have seen the CRJ Displays in real life) these displays are rather small.
  5. I agree that it is hard to set various settings on the MCP and at the same time see the values on the MFD's. Have You tried to hold the Alt-Gr key (Right ALT key), then hover the mouse over the MFD where the setting is shown and click ? A undocked version of the MFD will appear. I confess that I have not used this solution in VR myself yet. What I have done so far is to read the present value and then turn my head to the knob and count the number of scroll wheel "clicks". Not perfect but kind of works for me.
  6. And if they made the font's larger and more readbale the "die hard realism" guys would chime in and whine about wrong text size. HaveYou tried to press "Alt Gr" (Right ALT) and the hovering the mouse over the Displays ? A looking glass will appear and You can open a resizable undocked version of the Display.
  7. It´s not different from P3D. If You want to use IFR ATC, then You must load a flightplan in MSFS with the same route as in the CRJ.
  8. Speaking of non coupled VNAV, You have to set all restrictions manually for each waypoint. VNAV advisory will simply indicate if You are on the correct path and Your deviation from it, and guide You via the star symbol on the VNAV "glideslope" indicator. Actually both VNAV and AUTOLAND modes are highly overrated in the flightsimming community and are alot less used in real life than in the sim world. Personally though I really like to use both functions cause it´s cool to see all the automation do it´s job.
  9. Let´s say You cruise at FL150 40nm from You destination airfield. The flightplan incooperates a STAR which ends in an ILS approach. 30nm from the airport along Your STAR You have an altitude restriction at FL070 marked by a waypoint. 20nm from the airport there is an altitude restiction at FL050 marked by a waypoint. Your platform altitude (The altitude where You would intercept the ILS glideslope - if doing an ILS approach) is at 2500 ft. Before reaching TOD (Top of descend where the aircraft goes from cruise to descend phase) You set You MCP (Autopilot) altitude at 2500 ft (Platform altitude). The VNAV part of the autoflightsystem will calculate the path to fly with the throttles at idle, taking grossweight, wind (if entered) and a few other parameters into account. Reaching TOD it will then start the descend and You will have to manually set the throttles at idle. It will then automatically ensure that the altitude restrictions at these points are kept - remember taht altitude restrictions can be marked as "AT", "Below" or Above". So if the restriction are "AT" then You pass the restrictions "AT" FL070 and FL050. If the restriction are "Above" then You pass the restrictions "AT" FL070 and FL050, but if adequite for the rest of the path also will be above, then the aircraft is allowed to be above FL070 and/ FL050, but not below. If the restriction are "Below" then You pass the restrictions "AT" FL070 and FL050, but if adequite for the rest of the path also will be above, then the aircraft is allowed to be belowFL070 and/ FL050, but not above. The aircraft might level off if it reaches these altitudes before the waypoint and will then continue descending to the next restriction and then again, if reaching the next altitude restriction before that waypoint level out. It will then end at the platform altitude of 2500 ft - kind of guarded by You MCP set altitude of 2500 ft, where You would change to Approach mode and then follow the ILS down for landing. Since the CRJ does not have autothrottle, You must keep an eye on the airspeed and set the thrust manually to manage airspeed. VNAV is mostly good for STAR's that doesn´t consiste vectoring by ATC. It is a "heads down" mode meaning that You spend more time looking at You flightinstruments rather than looking outside - that's why many Airlines does not accept the use of VNAV or restrict's it´s use to above 10.000 ft. Often it is better to manage the descend using V/S or FLC (IAS / Speed) mode. The CRJ is a small aircraft used between smaller airports or in conjested airspace where ATC vectoring is common. Therefore is VNAV not a mode that is well suited for descend management.
  10. I guess that with coupled VNAV, the autopilot will actually control the VNAV Path. For climbs and descends it will manage the various altitude restrictions. For the descends I asume that VNAV is calculated for a engines idle descend, meaning that when VNAV starts the descend, the throttle levers should be set to idle. But since there isn´t any autothrottle, You must closely supervise Your speed and be prepared to set engine thrust when it levels out at the various descend restrictions (both altitude and speed).
  11. Or simply accept that buying from other sources than the developers own shop might cause a delay for getting updated files. Normally PMDG updates goes via their Operations center app.
  12. So Aerosoft should have people sitting in their office during weekends in case of some other developer chose to release updates friday evening ?
  13. Considering that PMDG opted to release on a friday evening, and we now have weekend, I would be surpriced to see it being avaliable here at Aerosoft before the start of next week. But offcourse they can surprice us.
  14. I really look forward for this addon, also knowing the quality level at which Hans, Stefan & co are used to deliver. As much as I like MSFS2020 for it´s great graphics and performance (at least with the few addon airports and default aircraft I have), what really still keeps me at P3D, are the lack of complex aircraft, especially commercial airliners in MSFS2020 Until now, no decent addon aircraft has been released for MSFS2020. The few 3rd party aircraft available are mostly using the default MSFS2020 Garmin glasscockpits, which misses alot of functions and have many bugs. So I guess the Aerosoft CRJ's will be the first complex aircraft addon that really will put MSFS2020 to it´s test.
  15. Problem is that feathering the props via hardware axid' in FSX is abit funky, often i need to put the levers a bit forward and then slam them back into feathered position. Finn
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