crjpilot

Interesting. I had some weird issues with the ILS going into MSP before, but I'm chalking it up to people taxing in the critical area. Wasn't that hard to throw a/p off and hand fly it. But I'm a 700/900 driver, not that little 200 driver. lol

What about us Acey guys? lol You ATC up in Minn?And CCC is set to 8xEQ for AA, 16x AF. i7-2700k at 4.5 Ghz, 6970, 8GB, SSD, etc. So I know the system is capable.

Durr, I'm a freraking idiot. I meant it is set to 32 bit in both. Brain fart.At altitude, everything is fine. It seems to just be on the ground.

16 bit in both FSX and CCC.

Any reason for this? System is high end.

FSX has a good start to all the basics in the lessons.

Its very hard to explain all these things from a point of where you're at to be honest. The CRJ itself is a very simple aircraft in terms of a commercial airlines, but it is still a very advanced aircraft also. From my perspective, its very hard to explain how to operate the aircraft properly unless you have all the basics of flying down first. Another problem is the fact that the default CRJ is nowhere near as close to the real jet.Your best bet is to start on the default lesson plans and work your way through more advanced knowledge that will make things easier for you. I agree, its horrible. I hope that I can help with the Wilco CRJ to make it as real as possible. Or even help with the Aerosoft to make it a reality. The current Wilco is horrible and not even close to a real life CRJ is many aspects. As far as the default goes, its far from real also. Speed mode is way off, and just from that, I ignored the product from the start. I don't fly at the moment, but I am just getting back into FSX and VATSIM since I just built myself a new i7-2700k rig.Rest assure, as soon as the Aerosoft or Wilco CRJ's come out, I will be testing them and comparing them to the real life aircraft. But for now, a few shots from the last few days I've been working:Enjoy!

No problem at all. You want to try to maintain a 3 degree glideslope to the touchdown zone itself. For a 3 degree path, this will net you approximately 800 FPM descent rate at Vref in a landing configuration. At 1nm, you should be at approximately 300' AGL, which is where you should be configured and stabilized at. At 3nm, you should be at approximately 900 feet. These are just rough estimates, so using an ILS or you're eyes with a descent rate of 800 fpm while looking at where you will touch down is the biggest thing.This is how I would fly a complete visual approach (from base to final)......On base, 15nm from the airport at 200 kias, flaps 1, start to slow down to 180 then flaps 8. When I'm 10 miles out, flaps 20, slowing to 160 and then gear down, flaps 30 landing check to the line. 7-8nm out, starting my descent from an altitude of approximate 2500' agl and calling for flaps 45. By the time I descent to 1000' agl, I am stabilized on a descent. 3nm and 1200 feet is good, slow to 135 knots, with a descent rate of 800-900 fpm. Power may be you're issue, what power setting do you have for N1? It should fall between 55% and 60% N1.

Hey, was just referred here from aerosoft through Happy Man.What is going on with you're landings? The CRJ700, and especially the -900 is a verry slippery aircraft and with the swept back wings, wants to fly fast. 150 knots for a Vref at flaps 45 is VERY fast, even for a fully loaded -900. Typical Vref for a loaded -700 and -900 with a typical landing fuel weight of 4000-5000 lbs of fuel is between 125 and 132 knots.Typical profile depends if you are doing an ILS, non precision, visual backing it up with the ILS, or just strictly a visual approach. Each is different, and also tailored to the specific airspace in real life. For example, in Atlanta they always have you maintain 180 knots till the marker, so your profile goes out the window there, but in Detroit you are slowed much earlier. Newark is slowing you to 180 knots, and sometimes 170 40 miles from the airport.But a general answer to your questions.....1- Landing AltitudeI'm not to sure what you mean by this question. Typically, by 1000' AGL, you want to be configured and stabilized in the landing configuration.2- Landing DistanceFor a "pattern" type style approach all visual, keep a distance of 3nm from the runway. A -700/-900 only NEEDS 3000 ft of runway to land and stop with full brakes and reversers as long as you're on Vref, but requires 4k-5k of runway per regulations in the US.3- Landing SpeedTypical is a Flap 45 Vref is 125-133, and per our SOP's, we add +5. I've had empty -700's for a ferry flight with little fuel be as low as 122 before, so I maintain 127. I've had heads -900's for alternates due to weather with lots of fuel be as much as 135 (HIGH end), so I maintain 140. Even 2 knots fast, is significant for lift.4- Landing Flaps?45 every time unless of a failure.For landing, this is something you learn and feel with the real plane. When you pull power out, the nose wants to lift up so you need to hold it down. I start to easy power out at the 100' call out, and by 50', have it at idle. Start a shallow flare at 20 feet, and flared at 10 feet and easy it down. I have a few videos I'll post up later when movie maker works right.Any other questions, feel free to ask.