jalexb88

Have you guys heard of Project Apollo/NASSP? Its an open-source project for Orbiter 2010, which currently has a near full implementation of the CSM instrument panels, requiring the original NASA checklists to operate. The project is based on "Virtual AGC" which is an emulation of the actual Apollo Guidance Computer, so you are basically running the actual flown guidance software within the simulation. http://nassp.sourceforge.net/wiki/Main_Page http://www.ibiblio.org/apollo/

So if I understand correctly, they're charging 20$ for a quality downgrade! Alex

Could be some some sort of probability type event. You have a tail strike, then you have an x chance of getting a decompression, but not every time. Just a speculation. Alex

Yeah the issue is not limited to sim flying, I keep telling my airline to upgarde our FMS to a 64 bit OS. Alex

AC Express Alex

From a real world perspective, most of the Q400's at my airline have an empty weight above 40000. The last one I flew was at 40124. Alex

Oh the many messes Ive made in the past haha, but yeah its an incredible weather simulation to say the least. Alex

ASN is awesome. Cloud popping is virtually impossible because of the way they gradually appear over a period of a few minutes I believe. Makes for some very smooth transitions and you see the weather in the distance as it approaches, no sudden changes out of nowhere. Alex

My next sim will be Aerowinx Precision Simulator 10 (PSX) due out soon: http://www.simflight.com/2013/11/08/psx-aerowinx-747-400-final-works/ Alex

I fly the Q for a canadian operator. It is certainly a very suprising aircraft in terms of performance but make no mistake it is not a jet. She will climb really well and she is pretty fast, but you can't do both at the same time like you can do in a jet, especially up in FL's. That being said, dropping the nose to around 4-5 degrees in pitch hold as stated above can give you up to 240 knots to around 15000 while doing a good 1500 fpm. Up in the 20k's your speed will decay to 210-200. Alex

A 767 would be awesome! I would love to see a 727 or a 747-200 aswell, but as said above PMDG want to go where the money is and these older aircraft are probably not the best option from a economics point of view. With that in mind I think they should go for a CRJ-900 or EMB 190 type aircraft. No one has made a PMDG level CRJ yet and it is quite a popular aircraft so I would imagne it being very profitable. Alex

And yet apparently FSX is a dying breed. :rolleyes: Alex

I'm sorry but what is wrong with the cockpit window height that needs fixing? Alex

OMG it has a 2D panel

I'm a real Q400 F/O and I'd just like to add that the real Q is a handful to rudder trim, every pitch change, power change requires rudder trim. Aileron trim is very rarely used. The brand new aircraft we have at my airline already has paint coming off the rudder trim knob from heavy use. I can see however that it is very cumbersome to always do this in the sim. Alex

Even if the data is still there from the previous flight you can still replace it with new data. If fly the Q400 in the RW and all we do to the FMS's on a short turn is 99 in the FP page and thats it. For the fuel page you just have to re enter new values on top of what was there previously. We only ever get a completely clean FMS when we do a 1st power up of the a/c on the 1st flight of the day. Cheers! Alex

All those switches are doing is giving you the option of combining different RPM selections with different engine power ratings. 900 rpm is by standard associated with MCL and 850 rpm with MCR. You can use the MCL switch is if you decide to set a climb power of 850 as this is associated with MCR (Max cruise), but what you want is 850 and MCL (max climb). Only in this case after setting your props to 850, you push the MCL button. Maybe this is what the pilot you are talking about is doing. I am an active first officer on the Q400 for a canadian airline. Alex

Nice work overall! However you do not need to push MCL after seeting the CL's to 900 which itself already sets the engine rating to MCL. Alex

I work for a RW Q400 operator and we do not have any precise trim setting besides keeping it in the white band for takeoff. You can put it a little forward when tail heavy, or aft when nose heavy. As for the manuals I can suggest this site: http://www.smartcockpit.com/plane/BOMBARDIER/DASH-8-400.html Alex

At my airline, presently training on the Q400, we do have whats known as ''Approach VNAV'' and it loads a VNAV flight path angle for most approaches in the FMS. Its is based on the barometric altimeters for normal approaches or GPS/WASS for LPV approaches. This FPA is based on what is published on our Jepp charts. If a certain approach has 3.25 degrees, it will load a 3.25 degree VNAV path angle with the approach and include all the correct crossing altitudes at each point on the approach to make a 3.25 FPA. In the MJC Q400 it does not load the BARO/LPV VNAV for every approach maybe something in store for a future update? Alex

Like Andydigital said, this is a feature present on the actual aircraft. Its the AUPC (automatic underspeed protection circuit) which prevents prop underspeed while inflight with autofeather off and CL above start/feather. If the system detects RPM below 816, while torque above 50% for 1 second, the Props will be sent into an overspeed condition with the PEC caution lights coming on. If your setting cruise power to MIN but you accidentally skip the detent and go to START/FEATHER and then back to MIN you will create all the conditions for this to happen. It has happened to a few RW airlines and they were only able to clear the overspeed after they landed.

A very well written tutorial! It includes the enroute VNAV but what I am talking about is approach VNAV which in the RW is loaded with an activated approach and will follow a pre set flight path angle specific for the approach, it should automatically show the crossing altitudes at every point on the approach to follow the correct FPA, usually 3 degrees, but can vary. Alex

Is approach VNAV modeled in the MJC Q400? I am able to get enroute VNAV working but when activating an enabled approach (RNAV or overlay) it does not seem to give me Baro VNAV which should be in FMS database for an ''enabled'' approach. Maybe in a future update? Alex

There is no trim tab on the real Q, the trim switches on the control column directly taps in to the mechanism which controls the elevator, hence when you pitch trim the a/c you should see the PFCS ELEV indicator move up and down. Alex

Hi guys! I would just like to say that I am very impressed with what you guys have done one the Q400! I've recently been hired as a pilot for a canadian airline (Jazz Aviation) and i'm currently in the process of doing my initial type rating on the Q400. It is a nice suprise that the Q400 was released just after my first level-d FFS session. I still have a lot to learn on the real Q400 having 10 4-hour sessions in the FFS scheduled next month, but from what I can see from the tests I made in the MJC Q400, except for minor differences in the FMS, everything is bang on. Thanks for the hard work MJC, it was worth the wait! Picture taken at FSI Toronto Alex