Hello everyone! I recently got type-rated in the CL-65 (CRJ200/550/700/900) family. Overall, I think the Aerosoft CRJ is a solid product with great potential, but there are several areas where system logic and aerodynamics differ significantly from how the real jet operates.
I've compiled a detailed list of observations and suggested improvements that would bring this addon closer to the real aircraft.
The most significant fidelity issues affecting aircraft handling are the dynamic low-speed cue, accelerated stall/shaker logic, stick pusher implementation, trim behavior, rudder steering authority, and flap gate functionality. The remaining items are systems fidelity and quality-of-life improvements.
1. Aerodynamics & Stall Protection
Dynamic Low-Speed Cue (Green Line): In the addon, this line is stationary. In the real jet, it represents 1.25× shaker speed (top of low speed red bar on speed tape). When pulling back on the yoke, increased load factor (G-load) naturally increases stall speed, causing the red shaker bar and the green line to rise dynamically. Conversely, pushing forward should lower them. The low-speed cue and red shaker bar should both vary as a function of aircraft weight, slat/flap configuration, and load factor. In the current addon, both indications appear static, significantly reducing their usefulness as representations of the aircraft’s actual low-speed margins.
Stick Pusher & Stick Shaker Logic: The low-speed red shaker bar should be dynamic, changing in response to load factor (G-load), aircraft weight, and flap configuration. As these variables change, the shaker margin should adjust accordingly to accurately reflect the aircraft’s changing stall characteristics.
The stick shaker should activate whenever the indicated airspeed enters the red shaker band on the speed tape and remain active until the airspeed exits the band. In the current addon, the red shaker bar appears static and does not respond to changes in load factor, resulting in stick shaker behavior that effectively represents only 1G stall conditions rather than accelerated stalls too.
The stick pusher should operate independently based strictly on angle-of-attack logic, activating just prior to the critical angle of attack to prevent a deep stall. This is how the real aircraft behaves.
2. Flight Controls & Trim
Pitch Trim & Clacker Logic: The trim indication on the STAT page (ED-2) moves far too fast and feels instantaneous/mechanical. In the real jet, there is a slight electrical delay (roughly 1–2 seconds) from yoke input to trim surface response, exhibiting a much more gradual movement. Additionally, the rate of trim movement should accelerate the longer the switch is held. If the trim switches are held continuously for more than 3 seconds, it should trigger the stabilizer trim runaway clacker—an aural warning designed to immediately alert the crew to a potential runaway scenario.
Rudder Pedal Steering: Full rudder pedal deflection on the floor should only command a maximum of about 6 degrees of nosewheel steering. Full-scale nosewheel deflection should be exclusive to the steering tiller.
Flap Lever Gates: The physical gates at Flaps 8 and Flaps 20 are missing.
Going down: You should be able to move freely to Flaps 20, but must push the lever down to bypass the gate to go to Flaps 30 (a safety feature for single-engine approaches).
Going up: From a landing configuration, you should be able to slam the lever forward and have it automatically catch at the Flaps 8 detent for a go-around. You must push down to bypass Flaps 8 to get to Flaps 1 or to go straight to Up. The only gates are Flaps 20 when bringing the flaps DOWN and then Flaps 8 when bringing the flaps UP.
3. Avionics, Displays, and Cockpit Hardware
RA Altitude Callouts: US operators typically only use a 1000' or 500' call, followed strictly by 100, 50, 30, 20, 10 (sometimes 40, company dependent). Having an EFB toggle to mute the 400, 300, and 200 callouts would greatly match standard US operations.
Airframe Options (EFB): It would be fantastic to have an EFB option to remove the HGS/HUD and swap the IRS for an AHRS, as the vast majority of US regional CRJs are equipped with AHRS and no HUD.
Display Reversionary Panel (DRP):Switching to PFD1 or PFD2 results in a heavily distorted, unreadable "inverse video" color scheme where sky and ground are indistinguishable.
Inoperative Buttons: The RA TEST button on the FO's side and the Cockpit Voice Recorder (CVR) test button are currently inoperative and need functionality.
Weather Radar: The TILT function does not work when the radar is placed in the TEST position.
4. Audio & Crew Communications
Chime Button (Pedestal): Currently plays the standard EICAS Caution sound. It should be a crisp High-Low chime (the same chime used to signal the cabin crew that the gear is coming down on final).
Audio Control Panel Logic (PA, CHIME, CALL, EMER):
Pressing these should illuminate them GREEN (or flashing AMBER for EMER).
PA / CALL / EMER should only function if the pilot's mic selector switch is explicitly set to "PA". If not set to PA, pressing them should do nothing.
EMER should trigger 3 distinct High-Low chimes.
To deselect/extinguish the light, the pilot must move their mic selector out of the PA position.
Windshield Wipers: Currently completely silent. In the real cockpit, they are quite audibly apparent.
5. Mechanical Systems
Parking Brake Logic: You cannot simply click the parking brake on or off. To engage it, you must press and hold the toe brakes, then pull and twist the handle to lock it. To release, you must press the toe brakes again, pull up, twist, and push the lever down.
FIREX MONITOR TEST: This button should be holdable indefinitely. Holding it down for more than approximately 5-6 seconds should trigger the single triple chime and continuous fire bell and “JET PIPE OVERHEAT” aural warnings (matching the CRJ-200 architecture) until released.
I know this is a long list, but addressing these items would elevate this addon to a true study-level representation of the CRJ. Thanks so much for all the hard work you guys do!
If this is something you think would be helpful, I would be happy to assist with testing or provide further operational feedback from a CL-65 perspective to help refine the simulation.
Looking forward to your response.
Regards, CRJ Pilot
By
a7xrev ·
