Mathijs Kok
CRJ-550/700/900/1000 AOM PART 1
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Document DEVICE REPORTaerosoft-crj-user-guide-bc7252Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D Rev # 001 002 003 004 Date 09-Sep-2015 21 Nov. 19 25 nov 2019 24 Dec. 19 Author Change IV Start of documentation MK Changes to EFB MK Removed livery manager MK Adding note o CRJ 555 VOL 1-1-1 1 24 December 2019 Version 0.50 2.0.0.0 2.0.0.0 2.0.0.2 On behalf of Authority Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-2 1 24 December 2019 TABLE OF CONTENTS INTRODUCTION....................................................................................................................................... 4 CREDITS ................................................................................................................................................... 4 INSTALLING & REMOVING ...................................................................................................................... 5 DOWNLOAD ........................................................................................................................................ 5 BOXED ................................................................................................................................................. 5 REMOVING .......................................................................................................................................... 5 WHERE THE PRODUCT IS INSTALLED .................................................................................................. 5 COPYRIGHTS............................................................................................................................................ 6 MANUALS................................................................................................................................................ 6 CONTACT SUPPORT................................................................................................................................. 7 NAVIGATION DATABASE ......................................................................................................................... 7 VERSION NUMBERS............................................................................................................................. 7 GSX .......................................................................................................................................................... 7 SPECIAL NOTICE ON CRJ-550 USE AND LIMITATIONS............................................................................. 7 FRANK, OUR AVATAR .............................................................................................................................. 8 BASIC FACTS ............................................................................................................................................ 9 THE CRJ IN PREPAR3D ........................................................................................................................... 10 LOADING THE CRJ..............................................................................................................................10 THE VIRTUAL COCKPIT OVERVIEW .................................................................................................... 11 OVERHEAD PANEL ............................................................................................................................. 12 GLARESHIELD / AUTOPILOT PANEL ................................................................................................... 13 WARNING / ANNUNCIATOR LIGHTS PILOTS SIDE ......................................................................... 13 AUTOPILOT PANEL ........................................................................................................................ 14 CENTER INSTRUMENT PANEL............................................................................................................ 14 CAPTAINS INSTRUMENT PANELS ...................................................................................................... 15 CAPTAIN SIDE CONTROL ................................................................................................................... 16 UPPER PEDESTAL...............................................................................................................................17 LOWER PEDESTAL ............................................................................................................................. 18 NOSEWHEEL STEERING ......................................................................................................................... 19 PRE-DEFINED VIEWS ............................................................................................................................. 20 KEYBOARD INTERFACE .......................................................................................................................... 21 MCDU KEY INPUT .................................................................................................................................. 22 THROTTLE HOTKEYS .............................................................................................................................. 23 ADDITIONAL TOOLS / OPTIONS ............................................................................................................ 23 RAAS (RUNWAY AWARENESS AND ADVISORY SYSTEM)...................................................................23 ELECTRONIC FLIGHT BAG ...................................................................................................................... 25 CHARTS.............................................................................................................................................. 25 USING CHARTS .............................................................................................................................. 25 MAP................................................................................................................................................... 26 CHECKLISTS ....................................................................................................................................... 26 PERFORMANCE ................................................................................................................................. 27 AIRCRAFT........................................................................................................................................... 28 MAINTENANCE .................................................................................................................................. 29 OPTIONS ............................................................................................................................................ 30 OPTIONS, SCREEN 1 ...................................................................................................................... 30 OPTIONS, SCREEN 2 ...................................................................................................................... 31 OPTIONS, SCREEN 3 ...................................................................................................................... 32 SYSTEM MENU .............................................................................................................................. 33 APPENDIX 1: TRANSITIONING TO THE BOMBARDIER CRJ700 AND 900 ............................................... 34 GEOMETRY ........................................................................................................................................ 34 Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-3 1 24 December 2019 SYSTEMS ............................................................................................................................................ 35 FLIGHT CHARACTERISTICS ................................................................................................................. 35 AVIONICS AND FLIGHT MANAGEMENT SYSTEM (FMC) .................................................................... 36 APPENDIX 2: CRJ900 FLIGHT FROM DÜSSELDORF (DUS) TO BASEL (BSL) ............................................ 37 FLIGHT PLANNING ............................................................................................................................. 37 ROUTING ....................................................................................................................................... 37 WEATHER ...................................................................................................................................... 37 WEIGHT AND FUEL........................................................................................................................38 TAKE-OFF DATA.............................................................................................................................38 DEPARTURE FROM DUSSELDORF AIRPORT.......................................................................................39 AIRCRAFT PREPARATION .............................................................................................................. 39 ENGINE START AND PUSHBACK ON APRON POSITION.................................................................39 TAXIING TO RUNWAY 23L ............................................................................................................. 40 TAKE-OFF ON RWY 23L ................................................................................................................. 40 CLIMB AND CRUISE ....................................................................................................................... 41 ARRIVAL TO BASEL AIRPORT ............................................................................................................. 42 DEsCENT AND ENTRY INTO AIRPORT SPACE.................................................................................42 DESCENT CHECK ............................................................................................................................ 43 FINAL APPROACH DIRECTION RWY 15..........................................................................................43 LANDING ....................................................................................................................................... 43 PARKING AND SECURING THE AIRCRAFT......................................................................................44 Relevant LIDO CHarts for flight 4u9712 EDDL-LFSB......................................................................45 APPENDIX 3: ROUTE SUGGESTIONS......................................................................................................49 APPENDIX 4: SPEED CONTROL AND AUTO THROTTLE .......................................................................... 50 THROTTLES ........................................................................................................................................ 50 GLARESHIELD SPEED CONTROLS ....................................................................................................... 50 APPENDIX 5: FSUIPC THROTTLE CALIBRATION ..................................................................................... 51 Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-4 1 24 December 2019 INTRODUCTION Thank you very much for purchasing Digital Aviation & Aerosoft CRJ700/CRJ900/CRJ1000 package. The CRJ is a typical regional jet to connect smaller airports or remote areas with the bigger hubs. Hence the CRJ can get fast up to cruise altitude and stay there long but is not designed for world record cruise speeds. The CRJ's history goes back into the 80's, when first studies were made regarding options to create a regional jet out of the Challenger 600 business jet. Near the end of the 80's Lufthansa pushed the idea again and the project was actually started in 1989 with the maiden flight in 1991 and certification in 1992: the CRJ100 was born. The CRJ200 was developed later based on the CRJ100 and equipped with better engines. Both versions carry 50 passengers. When the CRJ700 was developed, the fuselage was stretched further to accommodate 70 passengers. Accordingly, the wings needed to be modified, and furthermore new winglets and new engines were attached. Its maiden flight was in May of 1999. On basis of the CRJ700 the CRJ900 was developed. The fuselage was stretched again to accommodate 90 passengers. The CRJ700 / 900 by Digital Aviation & Aerosoft comprises the CRJ700ER, CRJ900ER, CRJ1000 models with flight dynamics modelled according the respective flight performance data and of course 3d representations as close as possible in FS to the real thing. Accurate systems programming reflects behaviour of the real CRJ within normal operations. CREDITS · Programming: · 3d Modelling, Texturing: · Flight dynamics: · Sound: · Documentation: · Project Management: · Advisory pilots: · Additional Liveries: · Video: · GSX Config files: Hans Hartmann (Digital Aviation) Stefan Hoffmann (Aerosoft) Alexander Metzger (Digital Aviation) Turbine Sound Studios, Aerosoft Ingo Voigt (Digital Aviation), Mathijs Kok, Alexander Metzger Mathijs Kok (Aerosoft) Frank Docter, Colin Levy, Victor Mourao, Mitch Lucas, Christian Haupt, Zach Woock, Elijah Hoyt Holger Sobl Jeroen Doorman (Jerdoo) Brandon Promeneur The beta testers of this product deserves special mentioning. In this development, we experimented extensively with involving them directly in the production, they often tested code minutes after it was written, gave feedback and got new code almost immediate. Without them the product would not be where it is now. We like to thank the following people for their patience and assistance: Daniel Desjardins, Emanuel Hagen, Finn Jacobsen., Thomas Lindner, Matt Parker, Brandon Promeneur, Aku Ronkainen, Tobias Timm, Otto Schafer. We are too late to thank Andreas Kraft as he passed away unexpectedly during this production. Let it be known his assistance was very important. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-5 1 24 December 2019 INSTALLING & REMOVING Installing the product correctly is the first step to getting airborne. Please follow the steps below to avoid problems. DOWNLOAD The downloaded file can be unpacked to any location on your system. We strongly recommend using these steps to install: 1. Reboot your computer 2. Log in with administrative rights 3. Disable the anti-virus software temporary 4. Install the product 5. Enable the anti-virus software 6. Defragment your disk (NOT if you are using an SSD) BOXED After inserting the DVD, the installer will start automatically (if not navigate to the DVD and start the setup.exe). We strongly recommend using these steps to install: 1. Reboot your computer 2. Log in with administrative rights 3. Disable the anti-virus software temporary 4. Insert the DVD 5. Install the product 6. Enable the anti-virus software 7. Defragment your disk (NOT if you are using an SSD) REMOVING Never remove this product by manually removing the files but to use the Windows Software applet. WHERE THE PRODUCT IS INSTALLED The installation of this product follows the guidelines of Lockheed and `unlocks' the add-on from the simulator. We strongly recommend not installing inside the simulator folder but to make a separate folder on your disk. Not on the Program Files folder however, as Windows protects that in special ways. Note that some files needed for the use of Navigraph charts must be installed in the main simulator folder. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-6 1 24 December 2019 COPYRIGHTS The manual, documentation, video images, software, and all the related materials are copyrighted and cannot be copied, photocopied, translated or reduced to any electronic medium or machine legible form, neither completely nor in part, without the previous written consent of AEROSOFT. THE SOFTWARE IS FURNISHED «AS IS» AND IT DOES NOT COME FURNISHED WITH ANY GUARANTEE IMPLICIT OR EXPRESS. THE AUTHOR DECLINES EVERY RESPONSIBILITY FOR CONTINGENT MALFUNCTIONS, DECELERATION, AND ANY DRAWBACK THAT SHOULD ARISE, USING THIS SOFTWARE. Copyright © 2019 AEROSOFT / Digital Aviation. All rights reserved. All trademarks and brand names are trademarks or registered trademarks of the respective owners. Copyrights are serious stuff. If you find any pirated copies of this software, please notify us at [email protected]. We will make sure reports of copyrights violation are rewarded. Aerosoft GmbH Lindberghring 12 D-33142 Büren, Germany www.aerosoft.com MANUALS The documentation comprises of several documents: · Vol.1: AOM part I General Information. You are reading this manual now. Contains information on installation, where to find support, manual structuring, some basic information on the CRJ, a transition guide for experienced users, an introduction to loading the CRJ, the external model, its cockpit, keyboard commands, tools coming along with the CRJ, and some flight suggestions apart from the tutorial. · Vol.2: Quick Reference Handbook, QRH. Contains information on procedures, limitations and aircraft performance. · Vol.3: Tutorial. Tutorial flight which takes you from Los Angeles to Monterey guiding you through a flight from preparation to shut down. · Vol.4: Normal Ops Checklist. Short checklists on two pages for experienced pilots · Vol.5: AOM part II - Systems Manual. Introduction and explanation on the CRJ's systems. · Vol.6: Flight Management System. Detailed description of the FMS. Also note that the readme.txt always contains the information on the latest updates. Before contacting support do make sure you installed the latest version! Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-7 1 24 December 2019 CONTACT SUPPORT Support for this product is done by Aerosoft. We prefer to do support on the support forum for one simple reason, it is fast and efficient because customers help customers when we are sleeping. It's also the difference between one support person reading the question and 500 people, some of why know a LOT about the aircraft. · CRJ Support Forums: https://forum.aerosoft.com/index.php?/forum/747-crj-7009001000/ · If you prefer support by email: https://helpdesk.aerosoft.com/portal/home Please note that email support can be slow when things are busy (shortly after a major release form example). We try to get back to you in 24 hours, but if you want an answer fast, got to the forums. We feel strongly about support. Buying one of our products gives you the right to waste our time with questions you feel might be silly. They are not. We supply support in English, German, Dutch, French, Spanish and Portuguese. NAVIGATION DATABASE With this CRJ comes a complete copy of the NavDataPro navigation database. This database contains the November 2019 LIDO data and is the worlds most used navigation database in aircraft. The database is fully updateable; check its product page on our websites: https://www.aerosoft.com/en/search?sSearch=navdatapro The CRJ is fully compatible with the well-known Navigraph database. Although these databases come from a different source and have some differences, they are basically the same and you should not see any differences between the two. VERSION NUMBERS · The release version number will be 1.00. · A service pack will show in the tens, 1.10 (first service pack) -> new full build · A hotfix will show in in the hundreds 1.11 (first hotfix to be put on service pack 1) When there are many hotfixes we will also make full new builds. If you are ever in doubt which version you have, check the product.cfg that you can find in add-on folder GSX The GSX configuration files are not standard installed because the folder for those files is not a standard folder of the simulator. You will find the GSX configuration files in the YOUR ADD-ON FOLDER\Aerosoft CRJ Professional\Data\GSX. SPECIAL NOTICE ON CRJ-550 USE AND LIMITATIONS The Aerosoft CRJ-550 professional is a realistic simulation of a special version developed by Bombardier for United Airlines. Their request to Bombardier has been to develop a jet alternative especially for their FirstClass passengers on United's feeder flights to and from the major hubs on the US west coast. Such flights are typically flown by turboprop aircrafts, like the Dash-8 or the CRJ-200, which the latter is an old jet aircraft and limited in passenger comfort, just like the prop sound of the -8 is not welcomed by many air travellers. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-8 1 24 December 2019 The CRJ-200 and the Dash-8 are flown by United pilots of a certain revenue/responsibility class (scope clause) which is defined by a maximum of 50 passengers and a MTOW of 65,000 lbs. Limited to that, United designed a complete new interior with a spacious first class section in the very quiet front of the aircraft. It contains 10 luxury seats, additional space to store luggage trollies next to the seats avoiding time loss to board and deboard and in-flight access. A self- service bar with drinks and snacks on the short flights just to serve them closely. So, first class passengers have a close to first class equivalent on these feeder flights with United CRJ550. Now simulating this in the sim caused a small problem we want you to be aware of. While we simulated the seat arrangement and bar with luggage stations, the cut-off on MTOW by 10,000 lbs versus the -700 is significant in understanding loading the aircraft and not to exceed that lowered MTOW limit. The CRJ-550 can be loaded with 50 passengers with typical luggage, but it immediately gets constraint significantly on maximum fuel load. For the proposed flights that UNITED has it designed for, this is not an issue, as they rarely do last longer than 1.5 hrs. In fact, a fully loaded CRJ-550 can take 6,500 lb of fuel which is good for 90 min + 30 min reserve. The issue you may see is in an "EXCEEDING MTOW" in the EFB that comes straight from the fact that P3D will load the aircraft from the aircraft menu with 100% fuel in wing and center tanks, while in fact the above mentioned 6,500 lbs are just 43% of the wing tanks only capacity. So just quickly reduce the fuel loaded and the message will disappear. We wish you fun with this very specialized aircraft! FRANK, OUR AVATAR If you are using PREPAR3D v3 you will be able to use Frank, our pilot, as the avatar (see the P3D v3 documentation about information on avatars). When selecting an aircraft, you can also select the avatar to be loaded. You can load Frank with any aircraft btw. He is able to stand idle (duh..), walk, run, stand to crouch, walk while crouching, crouch to stand, jump, swim and fall, all using the default P3D v3 commands. To spawn the avatar, go to any external view and use the [shift]-[control]-[e] command. You can then use the avatar to explore the scenery. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-9 1 24 December 2019 BASIC FACTS Length Wingspan Height Dry Operating Weight Maximum Payload Cargo Weight Maximum Ramp Weight Maximum take-off weight Maximum Seat Capability Maximum range Max. Cruise Speed Takeoff field length Landing field length CRJ700/550 CRJ900 CRJ1000 32,3 m 106 ft 1 in. 36,2 m 118 ft 11 in. 39.1 m 128 ft 5 in 23,2 m 76 ft 3 in. 24,9 m 81 ft 7 in. 26.2 m 85 ft 11 in 7,6 m 24 ft 10 in. 7,5 m 24 ft 7 in 7.5 m 24 ft 6 in 20`290kg 44`731lbs 22`131kg 48`790lbs 23,188 kg 51,120 lbs 8`190kg 18`055lbs 9`907kg 21`840lbs 11,966 kg 26.380 lbs 2`438kg 5`375lbs 2`756kg 6`075lbs 3,257 kg 7,180 lbs 34`133kg 75`250lbs 37`735kg 82`750lbs 34`019kg 75`000lbs 37`421kg 82`500lbs 41,640 kg 91,899 lbs 70 90 104 2`553 km 1`378 nm 2`439 km 1`317 nm 3004 Km 1,622 NM 473 kts 0.825 Mach 470 kts 0.82 Mach 470 kts 0,.82 mach 1,605 m 5,040 ft 1,847 m 6`060 ft 2.120 m 6,955 ft 1`536 m 5`040 ft 1`603 m 5`260 ft 2.120 m 6,955 ft Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-10 1 24 December 2019 THE CRJ IN PREPAR3D The following chapter describes how to load the aircraft in your flight simulator, which animations (like opening doors, cargo hatches) are available, a brief tour of the virtual cockpit with a short overview of available panels and pre-defined views, closing with the concept of operation (i.e. how do switches, pushbuttons, etc. work in your flight sim). LOADING THE CRJ It's important that your simulator is running with Administrative rights to avoid problems. This is especially important when your simulator is installed in the default location (Program Files). If you are not logged in with administrative rights, you can still have the simulator running with Administrative rights by right clicking and selecting [Run as administrator]. Before loading the CRJ we STRONGLY advise you to load one of the default aircraft with the engine running. This will avoid a load of problems. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-11 1 24 December 2019 THE VIRTUAL COCKPIT OVERVIEW To prevent pilots searching the entire cockpit for a certain knob, the entire cockpit is divided into several logical panels. The following picture shows a view of the entire virtual cockpit and numbers indicate the respective panels. Note that elements described in grey are not simulated. 1.Overhead 4. Captain Instrument Panel 7. First Officer Side Panel/Side Console 2.Glareshield/Autopilot 3. Centre Instrument Panel 5. Captain Side Panel/Side console 6. First Officer Instrument Panel 8. Upper Pedestal 9. Lower Pedestal Aerosoft Digital Aviation CRJ-550/700/900/1000 OVERHEAD PANEL AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-12 1 24 December 2019 1. Electrical Power 4. External Lighting Controls 7. Auxiliary Power Unit Controls 10. Emergency Locator Transmitter 13. Anti-Ice Controls 2. Fire Detection Test System 5. Fuel Controls 8. Engine Start Panel 11. Cabin Pressure Controls 14. Internal Lighting Controls 3. Hydraulic Shutoff Valves (SOV) 6. Pneumatic Controls 9. Hydraulic Controls 12. Air Conditioning Controls Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D GLARESHIELD / AUTOPILOT PANEL VOL 1-1-13 1 24 December 2019 1. Standby / Whiskey Compass. Traditional compass, normally only used to check alignment of electronic compasses. 3. Warning / Annunciator Lights Captains Side 5. Warning / Annunciator Lights First Officers Side 2. Seat Position Sight Gauge. Used to position the seats so your eyes are always in the same location. They gray ball should hide the gold balls. 4. Navigation / Flight Director / Autopilot Panel WARNING / ANNUNCIATOR LIGHTS PILOTS SIDE 1. ROLL SEL and PLT / CPLT ROLL. The ROLL SEL light comes on, to indicate that roll priority selection is necessary. 3. Master Caution Light. The amber Master Caution Light is illuminated and an aural warning sounds, in case an EICAS caution message is triggered. 5. Pull Up / GND PROX Warning Light. The Ground Proximity Warning System, GPWS, may trigger the Pull Up / GND PROX warning light depending on the current mode. 7. BOTTLE 1 and 2 ARMED PUSH TO DISCH The CRJ is equipped with 2 squibs which contain halon to at least try and extinguish an engine fire. After pressing the ENG FIRE switch the squib is armed and the BOTTLE 1 and 2 ARMED PUSH TO DISCH switch illuminates. 2. Master Warning Light. The red Master Warning Light is illuminated and an aural warning sounds, in case a EICAS warning message is triggered. 4. Stall Warning Light / Switch. Illuminates in case a stall warning is triggered. After opening the switch protection, the stall warning switch may be pressed to trigger the stall warning test sequence. 6. LH ENG FIRE Switch. The LH/RH ENG FIRE Switch illuminates in case an engine fire is detected. Pushing the switch cuts engine fuel, bleed air and closes the hydraulic shutoff valves. Aerosoft Digital Aviation CRJ-550/700/900/1000 AUTOPILOT PANEL AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-14 1 24 December 2019 1. Course 1 Selector 4. Auto Pilot Disengage Switch 7. Speed Mode Selector 10. B/C Mode Switch 13. NAV Mode Selector 16. Altitude Selector 19. Course 2 Selector 2. Flight Director Switch 5. XFR Mode Switch 8. Speed Selector 11. Heading Mode Selector 14. Half Bank Mode Switch 17. Vertical Speed Mode Selector 20. Flight Director Switch 3. Auto Pilot Engage Switch 6. Turbulence Mode Switch 9. Approach Mode Selector 12. Heading Selector 15. Altitude Mode Selector 18. Vertical Speed Selector CENTER INSTRUMENT PANEL 1. EICAS Display (Engine Indicating and Crew Alerting 2. Integrated Standby Instrument Panel System) shows Engine, Gear, Flaps, Warnings and Backup instrument for the attitude direction Cautions indicator, speed indicator and altitude indicator. 3. EICAS Display (Engine Indicating and Crew Alerting System) shows information on other aircraft systems. Also can show Advisory and Status messages. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D CAPTAINS INSTRUMENT PANELS VOL 1-1-15 1 24 December 2019 1. Nose wheel Steering Switch 4. Stall Protection Pusher Switch. Controls the Stick Pusher. 7. Format and Range Selector. Controls MFD format (PLAN, MAP HSI, weather radar, TCAS) and range. 10. Decision Height / Minimum Descent Altitude selector. Enables to select whether the decision height (DH) or minimum descent altitude (MDA) is indicated and adjust the value. 13. Primary Flight Display, PFD Combines several instruments in one: attitude direction indicator, airspeed indicator, altimeter, vertical speed indicator, horizontal situation indicator, VSpeed bugs. 2. Cockpit Light Controls 3. Windshield Wiper Switch 5. Clock / Stopwatch 6. Bearing Selector Switch. Upper switches between OFF, NAV1 and ADF1. Lower switches between OFF, NAV2 and ADF2. 8. Navigation Source Selector. Switches navigation source between FMS1, FMS2, NAV1, NAV2. 9. Vertical Speed Selector. Used to set V-Speeds (V1, V2, VR, VT). 11. Barometric selector. Allows selection in Hg or mbar and adjust the value. 12. Revisionary Panel. Used to switch the MFD to PFD, NORM (navigation information) or EICAS mode. 14. Multi-Function-Display, MFD Offers several display modes (Map, Plan, Horizontal Situation Indicator, Weather radar, TCAS) and may be switched to different navigation sources (FMS, VOR) 15. Voice Recorder Control Panel Aerosoft Digital Aviation CRJ-550/700/900/1000 CAPTAIN SIDE CONTROL AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-16 1 24 December 2019 1. Skycam. Used to monitor different camera's, for example to see who is at the cockpit door. 3. Oxygen Mask: Click to test the flow of Oxygen. 2. Steering Tiller. Used to steer the nose wheel on the ground at low speed. Aerosoft Digital Aviation CRJ-550/700/900/1000 UPPER PEDESTAL AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-17 1 24 December 2019 1. Captain side Flight Management System 3. Brake Temperature Monitor System. Used to reset the system and silence the horn. 5. MLG BAY Test switches. Test switches for Main Landing Gear Bay Overheat 7. Engine Synchronization Switch. The left and right engine's rpm may be synchronized automatically for noise abatement. 9. Pitch Disconnect. Disconnects the control wheels in case one yoke is jammed. 11. Reverser Switches. Arms the reversers so that they may be deployed during landing roll. 2. First Officer side Flight Management System 4. Anti-Skid Switch. Arms or deactivates the anti-skid system. 6. Gear Lever. 8. Ground Proximity Warning Switch. Illuminate depending on the activated GPWS mode pressing the switch silences the associated warning. 10. Spoiler Switch. To arm automatic extension of the ground spoilers after touchdown. 12. Spoiler lever. To extend and retract the spoilers. 13. Thrust Lever. To control thrust (from fuel shutoff to full power). 14. Roll Disc Handle. Disconnects the control wheels in case one yoke is jammed. 15. Flap Lever. Used to extend and retract the flaps. Aerosoft Digital Aviation CRJ-550/700/900/1000 LOWER PEDESTAL AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-18 1 24 December 2019 Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-19 1 24 December 2019 1. Radio Tuning Units. Used to tune communication, navigation stations as well as the transponder. The TCAS mode is also set here. 3. Weather Radar Controls. 5. Stab / Mach trim Switches. Controls for the Mach and stabilizer trim. 7. Inertial Navigation System Controls, IRS Switches. Selector knobs for the modes of the IRS system 9. Flight Deck Door Control. Controls for the flight deck door to deny or allow access to the cockpit. 11. Aileron and Rudder Trim Controls. 13. Yaw damper switches. Used to activate / deactivate the yaw dampers. 15. Source Selector Panel. The source selector panel allows to select air data sources as well as switching the displays to different modes in case a display fails. 17. Air Driven Generator Controls. In case the CRJ's engine and the APU fail a little propeller might be extended which produces enough electrical power to supply the most important aircraft systems. 19. Cargo Fire Panel. Controls for fire extinguishing systems for the cargo areas. 2. Audio Control Panels. Used to control sound volume for several audio sources like navigation station aural identifiers. 4. Backup Tuning Unit and ATC Selector Switch. Used to select the active transponder and a backup tuning unit in case the RTU fails. 6. Avionics Fan Controls. 8. Parking Brake Lever. To set and release the parking brake. 10. EICAS Control Panel. Panel to select different EICAS pages. 12. Cockpit Lightings Controls. 14. Intercom Control Panel. Used on the real plane to control communication within the aircraft like passenger addressing, crew calls, emergency calls and sounding a chime. 16. Landing Gear Alternate Extension. In case the gear does not extend when selecting gear down via the gear lever, the alternate gear extension lever may be used to extend the gear. 18. Head-up Guidance System Controls. 20. Emergency Flap Lever. In case controlling the flaps via the flap lever is not working the CRJ provides an emergency flap control. NOSEWHEEL STEERING At low speeds the CRJ is controlled with the tiller, a control device on the left console. It is possible to link this control to any available control axis in FSX. You could for example link a rotary control on your joystick to the Throttle 3 channel and then select Throttle 3 on the control option on the Options page of the CRJ Manager. For more information see the chapter on the Configurator. Of course, it is also possible to disable it here and use the standard FSX rudder channel. If you are using Prepar3D V4 the Nose Wheel Steering Axis is one of the default axis and you can define it in the simulator. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-20 1 24 December 2019 PRE-DEFINED VIEWS The keyboard shortcuts Shift+1 to Shift+8 (Shift+9 is reserved for the MCDU 2D panel) can be assigned to views of your choice. This is done in <Document>\Aerosoft\Aerosoft CRJ Pro\CRJ Pro Views.cfg. By default, the shortcuts are configured like this: Config Entry Keyboard View ID View View.1 Shift+1 0 Virtual Cockpit (Initial View) View.2 Shift+2 1 CPT Overhead Panel View.3 Shift+3 2 CPT Standard View View.4 Shift+4 3 CPT Flight Control Panel View.5 Shift+5 4 CPT Full Panel View.6 Shift+6 5 CPT MCDU View.7 Shift+7 6 CPT Engine Controls View.8 Shift+8 17 Electronic Flight Bag The following views are available: View ID View -1 Not assigned (In case this key is used by another application) 0 Virtual Cockpit (Initial View after loading the aircraft) 1 Overhead Panel Captain 2 Standard View Captain 3 Flight Control Panel (FCP) Captain 4 Full Panel Captain 5 MCDU Captain 6 Engine Controls Captain 7 Center Console Captain 8 Jumpseat 9 Center Console First Officer 10 Engine Controls First Officer 11 MCDU First Officer 12 Full Panel First Officer 13 Flight Control Panel (FCP) First Officer 14 Standard View First Officer 15 Overhead Panel First Officer 16 Initial View equivalent for First Officer 17 Electronic Flight Bag 18 Refuel/Defuel Panel Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-21 1 24 December 2019 KEYBOARD INTERFACE These are the defined keys for this add-on: Function Decrease MFD Range (CPT) Increase MFD Range (CPT) Toggle HUD Toggle Yoke Barometer Standard ON/OFF Event Name Chase distance (decrease) Chase distance (increase) Tail Hook (up/down) Water Rudder (up/down) Anti-detonation Tank Valve Toggle Keyboard Shortcut Ctrl + Minus Ctrl + Plus Shift + Q Ctrl + W Shift + X Function Toggle MCDU Keyboard Input (CPT) Toggle MCDU Keyboard Input (FO) MFD HSI Format (CPT) MFD NAV Format (CPT) MFD MAP Format (CPT) MFD PLAN Format (CPT) MFD TCAS Format (CPT) MFD WXR Format (CPT) Keyboard Shortcut Ctrl+Shift+1 Ctrl+Shift+2 Ctrl+Shift+3 Ctrl+Shift+4 Ctrl+Shift+5 Ctrl+Shift+6 Ctrl+Shift+7 Ctrl+Shift+8 Captain's VFR View Captain's Overhead Panel View Captain's Standard View Captain's FCP View Captain's Full Panel View (IFR) Captain's MCDU View Captain's Engine Controls View Captain's Center Console View MCDU Popup Window Overhead Panel Flight Control Panel MCDU (Cpt) Shift + 1 Shift + 2 Shift + 3 or F9 Shift + 4 Shift + 5 Shift + 6 Shift + 7 Shift + 8 Shift + 9 F10 F11 F12 (That's the autopilot) Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-22 1 24 December 2019 MCDU KEY INPUT As soon as you activated MCDU keyboard input (Ctrl + Shift + 1 or +2) you may use your keyboard to enter data into the keyboard. The following table shows the assignment of key functions and MCDU function. Function German Keyboard Left MCDU Kybd ON/OFF Strg+Umschalt+1 Right MCDU Kybd ON/OFF Strg+Umschalt+2 LSK 1L F1 LSK 2L F2 LSK 3L F3 LSK 4L F4 LSK 5L F5 LSK 6L F6 LSK 1R F7 LSK 2R F8 LSK 3R F9 LSK 4R F10 LSK 5R F11 LSK 6R F12 U.S. Keyboard Ctrl+Shift+1 Ctrl+Shift+2 F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12 MSG Dir/Intc Fpln Dep/Arr Hold MCDU Menu Index Fix Legs Sec Fpln VNAV Exec Radio Prog Perf MFD Data MFD Menu MFD Adv Strg+F1 Strg+F2 Strg+F3 Strg+F4 Strg+F5 Strg+F6 Strg+F7 Strg+F8 Strg+F9 Strg+F10 Strg+F11 Return oder Strg+F12 Ctrl+F1 Ctrl+F2 Ctrl+F3 Ctrl+F4 Ctrl+F5 Ctrl+F6 Ctrl+F7 Ctrl+F8 Ctrl+F9 Ctrl+F10 Ctrl+F11 Return or Ctrl+F12 Umschalt+F1 Umschalt+F2 Umschalt+F3 Umschalt+F4 Umschalt+F5 Umschalt+F6 Shift+F1 Shift+F2 Shift+F3 Shift+F4 Shift+F5 Shift+F6 A-Z A-Z A-Z 0-9 0-9 0-9 . . . + + + - - - / / / SP Leertaste Space DEL Entf Delete CLR Zurück Backspace Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-23 1 24 December 2019 THROTTLE HOTKEYS For people who need it we have programmed a way to control the throttle with key commands: · F1 sets the throttles to idle · F2 sets them to the next lower detent (MAX -> TOGA; TOGA -> CLB) or decreases throttle in the manual range · F3 sets them to the next higher detent (CLB -> TOGA; TOGA -> MAX) or increases throttle in the manual range · F4 sets them to the next higher detent (IDLE/manual range -> CLB; CLB -> TOGA; TOGA -> MAX) ADDITIONAL TOOLS / OPTIONS RAAS (RUNWAY AWARENESS AND ADVISORY SYSTEM) This project contains a fully functional version of FS2Crew RAAS Professional, the only limitation is that is limited to the aircraft included in this project. After the installation of the CRJ the installation of RAAS Professional is started. If you have this product already installed you can cancel it, but it will not matter anyway. RAAS Professional (Runway Awareness and Advisory System) models the aural 'Smart Landing' and 'Smart Runway' calls included in the real-world Honeywell RAAS unit. These calls offer improved situational awareness for pilots to help reduce the risk of runway incursions and accidents by providing aural alerts during taxi, takeoff, final approach and landing/roll-out operations. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-24 1 24 December 2019 It is a system that has NO interface for the pilots in the cockpit and we advise you to simply not try to change it in any way as it is highly accurate and simulates the real system near perfectly. If it fails it is almost certainly because the scenery you are using is not correct! Should you want to tweak it, you can open the FS Add-ons drop down menu and select RAAS Professional to see this menu: Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-25 1 24 December 2019 ELECTRONIC FLIGHT BAG The EFB is intended to replace all paper from the flight deck. CHARTS If you have an valid account for NavDataPro (https://www.aerosoft.com/en/search?sSearch=NavDatapro) or Navigraph charts you can see them on the EFB. Make sure you select your charts provider on the last page of the Options tab. If the aircraft is on the area covered by the chart the green aircraft symbol will be shown on the right location and at the right heading. Note that NOT all charts are georeferenced so this might not work with all charts. For example, parking charts are almost never geo referenced. Note that charts are NOT cached and can only be used when you are online. USING CHARTS 1. If you have a valid flightplan you can quickly jump to your departure, arrival and alternate airport charts. 2. Will show a list of airports close by. 3. Insert a search term and click one of the buttons below. 4. Toggle keyboard input. 5. Controls the zoom factor, 6. Moves the chart and sets zoom to standard. 7. Centres aircraft on chart. 8. Toggles display of AI aircraft. 9. Toggles day/night mode. Aerosoft Digital Aviation CRJ-550/700/900/1000 MAP Reserved for future use. CHECKLISTS AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-26 1 24 December 2019 All the standard checklists are available in the EFB. Aerosoft Digital Aviation CRJ-550/700/900/1000 PERFORMANCE AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-27 1 24 December 2019 Under the Performance tab you can set fuel load, cargo weight and the number of passengers. You will be able to see if you inside the allowed parameters on the chart. You can also calculate speeds. 1. Number of passengers. 2. Cargo weight in both cargo holds. 3. Total amount of fuel. 4. Resulting weights, center of gravity and trim. 5. Transfer the set data to the aircraft. 6. Transfer the performance data to the flight management system. 7. Shows the indication of what your weight and balance will be during takeoff. 8. Selects you flaps take-off setting. 9. Selects the runway condition. 10. The calculated take-off V speeds and the option to send then to the aircraft systems. 11. The calculated landing V speeds and the option to send then to the aircraft systems. 12. Displays the weather information for the departure, arrival and alternate airports. Aerosoft Digital Aviation CRJ-550/700/900/1000 AIRCRAFT AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-28 1 24 December 2019 Under the Aircraft tab you can toggle the display of external objects, toggle doors etc. You can also select one of four aircraft states: · Cold & Dark: all systems are off; the aircraft has not flown today. · Turnaround: the aircraft has already flown that day and systems like INS are already set. · Ready for start-up: the aircraft is fully configured and ready for engine start. · Ready for taxi: engines are running, and you are ready for taxi. This is the state you can load if you launch the simulator on the runway. Aerosoft Digital Aviation CRJ-550/700/900/1000 MAINTENANCE AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-29 1 24 December 2019 Even though this aircraft is not designed to handle extensive emergencies there are some things that can be triggered or that you can trigger. When that happens, you need a maintenance crew to reset them. 1. The ADG (Air Driven Generator) provides the aircraft with electricity when the main engines have failed. You will know are extended as it makes an ear-splitting noise. 2. When the electrical generators have problems they automatically disconnect from the engine. 3. When the air pressure drops suddenly in the cabin the oxygen mask automatically deploys. 4. As 2. 5. After an aborted departure (or during extreme conditions the wheel brakes can overheat, and the temperature sensing system will have to be reset. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-30 1 24 December 2019 OPTIONS Under this tab you will find all the configuration options for this aircraft (in previous version these were in a configuration tool, that is now removed). OPTIONS, SCREEN 1 Most options on this screen should be self-explanatory but lets quickly go over each. · Temperature Units: Celsius or Fahrenheit · Weight Units: Kilogram (preferred in aviation these days) or Pounds · Barometer Units: Millibar or Inches of Mercury. Activating Independent will allow the left and right altimeters to work independent. · Flight Director Mode: There are two options available to airlines. · IRS Alight Time: Determines how long it takes for the Inertial reference system to show the correct position. · Flight Number Location: Lufthansa has a difference from other airlines. · PFD/HGS Throttle Detent Hint: Shows or hides and indication of the throttle detents. Will make it a lot easier to set the throttle correctly. · PFD/MFD Display Rendering: To safe framerates it is possible to de-activate the displays · Show VC Displays while 2D displays are visible: If you undock a display the VC version van be de- activated to increase framerates. · Autopilot Disconnect yoke Sensibility: Some sticks create some electronic noise that could toggle off the AP. Aerosoft Digital Aviation CRJ-550/700/900/1000 OPTIONS, SCREEN 2 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-31 1 24 December 2019 · Volumes: Set the volume of all the non-standard sounds. · Sound Options: Toggles some of the sound options. · HSG scaling: Scaling of the Head-Up Guidance System. Depending on your screen resolution this might be needed. · FMS Options: Allows you to activate some shortcuts. · PFD Colors: Airlines can select the exact colours of the PFD; you have the same option. · MFD Map Options: Allows you to toggle the display of elements on the MFD. As they are small in the simulator it makes sense to hide some. · Controls: Allows some alterations on how the control are used. Note that the Nose Wheel Steering axis needs to be set in the Simulator Options Axis assignment! Aerosoft Digital Aviation CRJ-550/700/900/1000 OPTIONS, SCREEN 3 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-32 1 24 December 2019 Select your chart provider here. Note that if you do not have any license for charts none will be shown. If you use Navigraph a browser window will pop-up (could be behind your simulator window) where you are asked to confirm. This is behaviour forced by Navigraph and are not able to circumvent it. You will have to do this for every simulator session. Note it can take up to three minutes before the authentication is completed. If you use NavDataPro you can copy and paste your login data, it will be stored. Some testers preferred the wind shield to be fully transparent, so we added that option. Note that in the real CRJ the windows (certainly in an aircraft that been around some) are not very transparent. Up to 10% of light can be blocked before they are replaced. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D SYSTEM MENU Here you will find options to set the brightness, to power off the EFB and to read the credits. Note that the brightness settings are a bit tricky. Due to the way displays like this work it is extremely hard to get them correct. VOL 1-1-33 1 24 December 2019 Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-34 1 24 December 2019 APPENDIX 1: TRANSITIONING TO THE BOMBARDIER CRJ700 AND 900 (By Alexander Metzger) For those simulator pilots who transition from larger airliners, like an Airbus 320 or a Boeing 737, we would like to provide you with important information on the specific differences flying the Canadair Regional Jet (CRJ). The aim of the development team was to properly transpose the real plane into a simulation that is enjoyable to beginners and advanced simulation pilots. This document is focused on the differences of the CRJ700 and CRJ900 in comparison to other airlines you may be familiar with. We encourage you to read the other manuals so that you will be familiar with the cockpit and the systems that have been simulated at a very high level of detail. GEOMETRY On the first look from outside, it is obvious that the CRJ has been realized with a different concept of engine arrangement in the back of the aircraft. As engines are relatively heavy, consequently the wing position, about the fuselage length, is also much more rearward, to assure that the centre of gravity of the empty or fully loaded aircraft is within the limits of the wing chord to assure a stable flight behaviour. Loading the aircraft properly is therefore vital for enough control of the elevator which has less of an arm for pitch control than on a classical arrangement. Please refer to the trim tables to be properly trimmed for takeoff depending on weight and centre of gravity index. The big advantage of positioning the engines at the rear end of the fuselage is a lighter wing construction no need to carry the heavy engines and having the whole surface and shape available to produce the required lift in respect to aircraft weight. This wing is optimized for high speeds and supported by slats and flaps for the slower flying regime during take-off and approach/landing. There is also a very noticeable difference while flying an aircraft with that engine arrangement when applying power changes. On the CRJ the engine thrust is pushing at a position higher than the centre of gravity and above the wing. This results in a pitch down moment when increasing power and consequently a pitch up moment when pulling engine levers to idle. While in cruise, the autopilot would eliminate this with trim commands, it is specifically important to bear this in mind during the final landing phase, especially the flare onto the runway. You need very little pull on the yoke when you slow the descent and retard the engines before touching down. Do not retard the engines to idle 50 ft. or even higher, as this will lead to a pitch up of the CRJ and fast loss of speed too high above the runway and requires a corrective nose down push to avoid a hard landing. Opposite to the landing, the full power during take-off pushes the nose down and you need pull the yoke substantially to initiate the rotation. The pitch down attitude, characteristic for these two planes while on ground, is not helping either to get airborne. Therefore, pull firmly, rotate with about 3°/s to 15-18° pitch and trim for the initial climb speed. A specialty of the CRJ is its automatic trim movement when flying manually and extending or retracting flaps between the positions UP-1-8-20°. This automatic trim travel supports the pilot hand-flying the aircraft when there is a need to compensate the impact from changing flaps configuration with intense lift changes that require pitch control. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-35 1 24 December 2019 SYSTEMS Regional jets are typically doing many flights per day and so does the crew. Bombardier has therefore automated many systems to release the pilots from routine procedures. Examples are the two buttons only start-up of the APU with automatic bleed air assignment. Similarly, the main engines single button start-up and thereafter fully controlled by the Full Authority Digital Engine Control (FADEC) system. Fixed throttle detents for the take-off and climb help setting the correct power for these conditions of flight. On the other hand, the CRJs do not have an auto-throttle system and therefore the pilot flying needs to manage power in cruise and descent. It also has only advisory vertical navigation (VNAV) capability and therefore decent planning is in the pilot's hand and experience. In return, there is no need to worry about switching bleed air for controlling cabin pressure or during anti-ice operations. But due to the smaller engines, the loss of power from using bleed air for heating the wings leading edge is more noticeable than on a larger aircraft. The climb performance is significantly reduced despite the setting for N1 targets are a bit higher. Further, do not be surprised by the increase of N1 and consequent thrust increase during a descent with idle power when switching on anti-ice. The engines need to turn faster to maintain cabin pressure while hot air from the turbine is deviated and guided to the engine cowlings and wing leading edges. This can ruin your planned descent path by picking up more speed and requiring lower rates of descent and it is better to anticipate icing early in the planning of the descent schedule than being forced to use spoilers to obtain required rate of descent and not exceeding speed limits. The two screens in the centre of the panel provide you with a wealth of information on system status, error awareness or alerts. They also have dedicated screens for the controls and the monitoring role of the pilots during the start-up of the systems all the way to the engines. We have modelled these pages with great care and realism. Details can be found in the provided systems documentation and in the tutorial flights. FLIGHT CHARACTERISTICS Beyond the above-mentioned specifics of a tail driven aircraft, the CRJ is very stable in flight with easy roll and pitch response in the speed range that may be typically flown by hand. At cruise speed the response is very direct and minimal yoke input is required. The lower weights versus the bigger aircraft you may know make it also more receptive to air turbulence. In the lower range of the speed band, the controls are becoming less sensitive, but remain more on the sportive side as it is a light aircraft with significant less inertia on roll versus an aircraft with wing mounted engines. Due to the slats and efficient flaps, you typically have a high margin to stall speed and that enables low landing speeds and short runways. Pitch attitude during descent and on final is often negative and becoming slightly positive at reference speed providing a good forward view. As soon as pitch establishes around +2° during the approach, it is time to select the next flaps setting. The landing gear has very little drag and hardly any pitch effect. Slats and flaps shall be used to slow down the aircraft and the flight spoiler may assist when you have left little time to adjust speed but don't expect miracles from them, especially on the CRJ900. In flare, level pitch will not cause a nose gear first touchdown as it is shorter than the main gear. The low wing has a significant ground effect and the CRJ tends to float forever if you come in just a bit too fast for the Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-36 1 24 December 2019 landing weight. You need to set down the nose gear gently and pay specific attention when you use reverse thrust immediately after ground contact. On outbound taxi, the CRJ starts rolling with a little power push initially and maintains taxi speed close to idle. On inbound taxi, you may need to use the brakes from time to time to avoid exceeding apron speed limits. AVIONICS AND FLIGHT MANAGEMENT SYSTEM (FMC) Every major aircraft producer favours his avionics provider and even when you are used to a Dash 8-400 built by the same manufacturer Bombardier as the CRJ, you need to get familiar with the display and the programming technique of the FMS used on the CRJ700 and CRJ900. Please refer to the information provided in the systems description and the procedures as part of the tutorial flights. Two main screens directly located in front of you provide you with a wealth of information on your flight situation from an aerodynamic point of view and from a navigational perspective. Again, please familiarize yourself with the many options of displaying data and graphical awareness displays for navigation and route following. We would like to encourage you to properly fly the aircraft by investing some time to build a knowledge base for proper operation. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-37 1 24 December 2019 APPENDIX 2: CRJ900 FLIGHT FROM DÜSSELDORF (DUS) TO BASEL (BSL) This is a description of Germanwings flight 4U9712 according the schedule as published on their webpage for Saturday March 7, 2015. We will be flying one of their Bombardier CRJ900 registered under D-ACNN belonging to Eurowings (now Lufthansa CityLine) which will execute this flight as operator. The planned departure time is 07:00 am and the arrival should be 70 minutes later at 8:10 am. We will start with our flight planning. Have a safe flight! Please note that Vol 3 of the manual includes a more in-depth step by step flight. FLIGHT PLANNING ROUTING Departure airport: Düsseldorf (IATA: DUS ICAO: EDDL) Destination airport: Basel (: BSL ICAO: LFSB) Alternate airport: Zurich (IATA: ZRH ICAO: LSZH) For European flights, VATroute http://www.vatroute.net/ is a good and simple flight planning page to obtain a typical route. The query result for EDDL-LFSB at our predicted flight reads like this: FL196-FL315 MODRU Z283 SUMAS UZ283 RITAX UT27 GTQ UN852 ARPUS We select flight level 290 (FL290) and the route distance has been calculated to 280 nautical miles (NM). An additional 20 NM are added to cover departure and arrival routes. As alternate airport, we selected Zurich (LSZH). The distance from LFSB is 45 NM plus 20 NM for the arrival route. We do expect taking off from runway 23L and following the Standard Instrument Departure route (SID) called MODRU 1T. WEATHER This is a typical spring morning with refreshing 3 °C, light clouds and a moderate, south-easterly wind on ground. Based on this data we expect to be taking off from runway 23L. For flight planning we conclude an average wind component of eleven knots from 032 degrees (11/032) at FL290 and a headwind component of -22 knots (tailwind) according the weather forecast at cruise altitude. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-38 1 24 December 2019 WEIGHT AND FUEL For this flight, we will be using the following data: Dry Operating Weight (DOW) Passengers: 72 Adult Luggage in front compartment Cargo in rear compartment Zero Fuel Weight (ZFW) Weight check against max. ZFW Fuel Take-off weight (TOW) Weight check against max. TOW Weight in kg 22'471 kg 72 * 84 = 6'048 kg 462 kg 339 kg 29'315 kg 31'752 kg 2'700 kg 32'015 kg 37'422 kg Weight in pounds 49'540 lbs. 72 * 185 = 13'320 lbs. 1'020 lbs. 748 lbs. 6'4627 lbs. 70'000 lbs. 6'000 lbs. 70'672 lbs. 82'500 lbs. Comment < MZFW OK See next page < MTOW OK Detailed calculation for fueling: Distance to destination Take-off weight (TOW) Flight level to destination ISA deviation Headwind component Contingency Distance to alternate Flight level to alternate Reserve Taxi Minimum fuel Block fuel Center of Gravity (CoG) * MAC means Mean Aerodynamic Chord 340 nm FL290 -10 °C -22 knots 5% 45 nm FL150 22.4% MAC* Weight in kg 32`000 kg Weight in pounds 7`0570 lbs. 104 kg (minimum) 230 lbs. (minimum) 750 kg 100 kg 2'627 kg 2'700 kg 1`655 lbs. 220 lbs. 5'791 lbs. 6'000 lbs. TAKE-OFF DATA Based on the above determined take-off weight of 31'715 kg (69'917 lbs.) we will now define the critical speeds for departure. EDDL runway 23L is long enough (9'843 x 148 ft. / 3000 x 45 m) so that there is no restriction and we can use the speeds from the speed card for 70'000 lbs. (31'751 kg) that can be found in the Quick Reference Guide. Or for those lazy RW pilots under us we go directly to DAVE and get our speeds from there. You can even insert them automatically, inputting these speeds manually is a real chore. We will be setting flaps to 8 degrees for the take-off and our departure airport altitude is close to sea level. Outside temperature is less than 10 °C. This concludes in the following speed selection (DAVE sometimes calculates slightly different values due to more accurate weight info): Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-39 1 24 December 2019 · V1 = 138 knots as maximum speed to abort the take-off. · VR = 138 knots for safe lift-off speed · V2 = 149 knots as safe speed in the case of an engine failure · V2 + 10 = 159 knots as speed for the initial climb phase up to 3'000 ft. above aerodrome level (AAL), also used as acceleration altitude. DEPARTURE FROM DUSSELDORF AIRPORT AIRCRAFT PREPARATION After completion of the flight preparation it is time to get started. Just load the flight `CRJ Tutorial Flight DUSBSL' in FSX/P3D and make sure to select Ready for Engine Start via the AIRCRAFT STATE menu in DAVE. You are located at apron position V53 at Düsseldorf airport. It is 5:30 Coordinated Universal Time (UTC) or 6:30 local time (LT). Our CRJ900 is prepared per the above described flight planning with the requested fuel and passenger/freight boarding/loading completed. Next item as pilot flying (PF) is to finalize cockpit preparation and put the aircraft and the crew into a "Request for start-up and push-back" situation. · Programming of Flight Management Systems (FMS) · Check of avionic parameters o HDG-bug on runway heading o Transponder set to 2-3-5-6 and on standby mode o Departure route is displayed o Approved initial flight level 5'000 ft on SID MODRU 1T o Barometric pressure to QNH 1009 o Approved flight plan is complete and active · Check on aircraft o Fuel according plan o Hydraulic pumps on - system under pressure o Elevator trim set according weight and centre of gravity actual set to 6.4 trim units o All doors closed o Auxiliary Power Unit (APU) supplies bleed air and current o Parking brake is set o Navigation (NAV) lights and Beacon (BCN) light are on o Passenger signs "Fasten Seatbelts" and "No Smoking" are on · Running ,,Before Start Checklist" ENGINE START AND PUSHBACK ON APRON POSITION The start-up of the engines is executed in a semi-automatic procedure and supervised by the Full Authority Digital Engine Control (FADEC) system and the pilots. · Throttle lever in CUT OFF position · Press ENG START button typically the right engine first, thereafter the left one o N2 spooling up to above 20%, check ITT <120°C o Throttle lever into IDLE position o Kerosene is injected and ignited o N2 climbing further and N1 to follow o ITT must be watched Limit is shown in EICAS display · Engine start completed and checked o N1 stable at 20 to 22% o Consumption at 250-300 kg/h o ITT at 620°C Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-40 1 24 December 2019 o Generators automatically connected and deliver current Check ELEC page o Ventilation and air conditioning active · Running the ,,After Start Checklist" · Pushback facing North-East · Pushback completed · Request "Taxi Clearance to runway 23L" TAXIING TO RUNWAY 23L Hint: If you have assigned the front wheel steering via a separate axis assignment on your available hardware control, this will allow you to steer the CRJ on ground in a realistic way. In addition, this will allow you to execute the flight controls check in a realistic way during taxi time. If you have not, you need to do the check during standstill which is the preferred SOP anyway.. Before taxiing out you will be setting flaps to position 8° and check the functionality of the controls. This is done by moving all three control axes to their endpoints and check their movements in the EICAS display. The intention to start moving is acknowledged by turning on the TAXI LIGHT. The CRJ starts rolling with just a bit of power to overcome the inertia and can easily be controlled. If light on weight it may be necessary to softly brake to avoid exceeding speed limits. Typically, 7 to 10 kts are used on apron areas and 20 to 30 kts on a free taxiway. This depends very much on weather, taxiway conditions and other traffic. And any instructions from ground control. Before reaching the holding point of the departure runway the "Taxi Checklist" must be completed and only when everything is normal you signal your readiness by switching the transponder code to ON. Some airports do request to be ON when rolling on the Apron but latest at lining up on departure runway. TAKE-OFF ON RWY 23L After having received clearance to "Line up and wait", the last preparations for the take-off need to be made: · Alert the flight attendants "Cabin crew prepare for departure" · Check identical values for HDG-bug and runway direction should be 232° · Running "Before Take-off Checklist" After having received clearance for taking off you switch on the landing lights and by that signals to the tower that the take-off is imminent. First move the throttles forward to achieve about 70% N1 and check that both engines are very close N1%. By that you assure that both engines are delivering similar thrust. Only then you guide the throttles beyond CLB-dent into the TOGA-dent and monitor that the target N1% is matched while ITT temperature limit is not exceeded. Any malfunction leads to immediate take-off abortion by the pilot in charge. Background information: Taking off in an aircraft is a relative strict process serving safety of flight and noise abatement procedures. You may divide into the take-off run up to V1, the rotation at VR and the initial climb at minimum V2 + 10. All these V-Speeds have been defined during flight preparation as per earlier chapters. See previous chapter of this tutorial. Rotation at VR shall not exceed 3 degree/second, so that the tail will not touch the ground (tail strike). Pitch attitude will be set to 15 to 18 ° and the trim may be adjusted to match and the gear will be retracted. By that an optimal rate of climb with a built-in safety margin in case of engine failure and minimal speed can be achieved. At 1'500 ft. above aerodrome level (AAL) engine power is reduced for noise abatement. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-41 1 24 December 2019 At 3'000 ft. above AAL the acceleration towards the maximum allowed speed of 250 kts will be initiated. This is executed by an aligned process of flaps lift and flaps drag reduction with synchronous reduction of engine power and climb rate to achieve the desired acceleration. You may control the aircraft manually or let the autopilot have the controls. REGULAR TAKE-OFF SEQUENCE (WITHOUT SPEED LIMIT ON DEPARTURE ROUTE) FOR THIS FLIGHT: 1. Positive rate of climb 2. 400 ft. 3. 600 ft. 4. 1'500 ft. 5. 3'000 ft. 6. > 161 kts 7. > 180 kts 8. Flaps are 0 9. Climb Check Gear retraction and maintain V2+10 as minimum. HDG or NAV to be activated Activate autopilot with active HDG or NAV mode IAS HOLD mode to be engaged current speed will be set as target Pull back throttles to CLB dent and keep minimum V2 + 10 Target speed set to 210 kts (maximum speed for flaps 8°) Flaps retraction to position 1 Flaps retraction to position 0 Target speed set to 250 kts (maximum speed <FL100) "After Take-off Checklist" to be completed CLIMB AND CRUISE After the busy phase is over and the autopilot follows the horizontal navigation, the route, it is our turn to secure that all marked speed and altitude restrictions will be followed. We also change to standard barometric pressure at the transition Altitude (TA) in Germany this is at 5'000 ft. Background information: Different to flying in the US, the European altitude control requires changing at 3'000 to 5'000ft and in mountainous areas higher to meet minimum altitudes above terrain. As of that TL the flight level will be assigned as FL50 equal to 5'000 ft. at standard barometric pressure 1013 mbar (29.92 in HG) and mentioned by the controller. The CRJ has no automatic vertical navigation control and it is the task of the pilot flying to concur with possible restrictions by setting i.e. the next allowed flight level. Our SID includes the following description and limitations: MODRU ONE TANGO On track 232° DY to 3.4 DME DUS/3.6 DME IDNE; RT, on track 321° to UBORO; LT, NETEX; LT on track 200° to MODRU. Climb with 7% (425ft/NM) or more until passing 3000. GPS/FMS RNAV: [A600+] - DL243[K210-; R] UBORO[L] - NETEX[K250-] - MODRU[F210+]. With the following meaning: · NETEX[K210-] the speed until NETEX is limited to 210 kts, even if you may have exceeded FL100 · MODRU[F210+] means that we should be crossing MODRU at FL210 or higher Background information: The CRJ has a built-in autopilot modus that can control the climb or descent speed by changing the pitch attitude and by that the rate of climb or descent to match a given target speed. For best performance, thrust lever need to be at least in CLB and the FADEC will set an optimal climb power according a database that relates to altitude and outside temperature. The typically used speed profile is 250/290/0.74 and this profile is the base for our flight calculation. Alternatively, you may choose to fly faster, i.e. catch up with a delay. This would be 250/300/0.77 or even 250/320/0.80. Naturally these are less economical. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-42 1 24 December 2019 The first number in this list of speeds is the speed below FL100, which is unified around the world but maybe lifted by the controller, if current traffic allows. The second number is the speed for climb and cruise above FL100. With increased flight altitude, there is a limit for aircraft not only from "indicated Airspeed" but also from the Mach number that shall not be exceeded. The mentioned speed profiles keep a safety margin from these structural limits of the aircraft. At about FL270, you reach an interception of IAS =290 and Mach =0.74 and you need to follow the speed control by Mach. The speed selection button has a centre push button to switch between IAS and Mach. Passing FL100 we switch off the landing lights and could change the IAS HOLD to the desired 290 kts for the following climb to FL290. But since the SID contains a speed restriction of maximum 250 kts until waypoint NETEX, we need to wait until we have that passed. Since our weather is not predicting any special turbulence, we switch off the "Fasten Seat Belt" sign. Just before we reach FL290 we are matching up with Mach 0.74 and change to Mach speed control. At 1'000 ft. prior to target FL an alert will draw our attention to monitor the levelling off to horizontal cruise flight. Since this requires less power from the engines, we need to pull out the thrust lever and adjust the N1 manually so that the speed stays at Mach 0.74. From experience, we know that the expected N1 is about 81 to 82 % and we adjust to keep a speed of Mach 0.74 consistently. Cruising is the quietest flight chapter and except for scanning other traffic and ATC handover we just monitor engine parameters and climate control. ARRIVAL TO BASEL AIRPORT DESCENT AND ENTRY INTO AIRPORT SPACE The descent to our destination airport has two distinctive parts. First part is the descent into lower airspace with the reduction of speed down to 250 knots below FL100. Thereafter follows the arrival according to the published Standard Arrival Route (STAR) or according vectors given by the approach controller. We follow the process flying the STAR route which needs to be selected first. Slight winds from southeast suggest that runway 15 is in use. The approach will be done following the Instrument Landing System (ILS) starting at the Initial Approach Fix (IAF) called ALTIK at 5'000 ft. This is linked to our last waypoint by the STAR called ARPUS8K. Now the route to our landing runway is defined. Background information: The arrival to the destination airport will be explained by the pilot flying (PF) in detail during the approach briefing. The Pilot Monitoring (PM) is checking the process. Every step will be indicated, and any specialties will be clarified. This may cover speed restriction and minimum altitudes, obstacles and noise abatement requirements. Further the setup of the navigation instruments like VORs (VHF Omnidirectional Range) in both NAV devices and in the ADF (Automatic Direction Finder), if an NDB (NonDirectional Bearing) is available. Final item is the process to execute a missed approach, stating the route which typically ends at a holding at a waypoint, from which a new approach can be executed. Route preparation: · ILS Y RWY 15 with IAF ALTIK at minimum 5000 ft. · 12 DME Arc BLM with frequency 117.45 set in VOR2 · ILS with frequency 111.55, identifier MH set in VOR1 and course 153° · Threshold elevation 864 ft. entered as LDG ELEV as 860 · MDA/DA of 1070 ft for an ILS cat 1 approach Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-43 1 24 December 2019 · Missed Approach straight ahead crossing ADF BS 376 set, followed by a right turn with maximum 220 knots intercepting BLM outbound radial 230°. Thereafter 15 DME Arc BLM to ALTIK hold · Landing configuration flaps 45° und VRef=136 kts DESCENT CHECK Entry into airport space: · > 10'000 ft. > Setting target speed to 250 kts (maximum speed <FL100) and reducing accordingly · 10'000 ft > Landing lights on · 15 min before landing > Passenger signs on · 7 min before landing > Cabin crew information ,,Cabin crew prepare for landing " · 6'000 ft. > Actual barometric pressure set in all altimeters · Approach Check > Running ,,Approach Checklist " Basel airport is in the 3-country triangle of France, Germany and Switzerland with the cities of Mulhouse and Basel and the Jura mountains in the south. Due to this location, the arrival route is quite complex. Adhering to an altitude minimum of 4'000 ft and a speed of maximum 185 kts, because of tight turns on the entry to the DME (Distance Measurement Equipment) arc and the final 90° turn on ILS localizer (LOC), requires a good control of the aircraft. Therefore, you need to reduce speed to 200 kts and flaps 1° and 185 kts with flaps 8° is necessary. A simpler arrival can be done by using vectors, i.e. outbound VOR/DME GROSTENQUIN GTQ 111.25 MHz set in NAV1 and descending to 4'000 ft. at 10.4 NM before VOR/DME Basel MULHOUSE BLM 117.45 MHz set in NAV2 and once close to BLM switch to standby ILS/DME MH 111.55 MHz on NAV 1. FINAL APPROACH DIRECTION RWY 15 The maximum required 185 kts at 4'000 ft can be flown with flaps 8° and normally we fly around 180 kts to have a little margin to the maximum speed. We capture the glideslope at 9.5 NM distance and 4'000 ft. We keep 180 kts and select flaps 20°. 6NM before the threshold we drop the gear and reduce speed further. Consequently flaps 30° and 45° are set so that we achieve landing configuration at 1'000 ft above runway elevation and the speed should read VRef + 5 = 139 kts. Typically, you need about 58% N1 power. Running the "Before Landing Checklists" and switching off the autopilot when we are cleared to land. LANDING During the last 1'000 ft., we are concentrated on keeping the speed and the correct position in reference to the flight director (FD) indication. If the deviation from the ILS LOC/GS happens to be more that 1 dot, the landing must be aborted and the above discussed Missed Approach Procedure (MAP) must be executed. Crosswind influences must be equalized precisely and with strong headwinds the value for Vref needs to be increased by half the headwind. This is done to increase the safety margin. At 50 ft. above runway well indicated at the RA display we pull the thrust lever to idle and reduce the vertical speed with a soft pull on the yoke. Once the main wheels have touched the ground, the spoilers are automatically deployed, and the pilot pulls the throttle into reverse position. Drop the nose softly to get the front wheel on ground and only then use wheel brakes for further speed reduction. At 70 kts you cut reversers by setting the throttle lever back to idle position and take the next exit left to your parking position. Crossing the hold line, you configure the aircraft for taxiing to position: · Landing lights to off, taxi light remains on · Strobes to off · Flaps to be retracted Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-44 1 24 December 2019 · Transponder set on "Standby" · Probes heat to off · Depending on gate or apron position and local prescription we may switch on the APU to assure air conditioning and electric supplies once we switch off the engines · Turning into position we switch off the taxi lights (danger of blinding ground personnel) PARKING AND SECURING THE AIRCRAFT After arrival at the parking position: · Parking brakes set to on · Cut the engines · Fuel pumps switched off · Seatbelt signs switched off · NAV lights stay typically on · Beacon set to off · Nose wheel steering to off De-boarding of passengers and recording of flight data Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D RELEVANT LIDO CHARTS FOR FLIGHT 4U9712 EDDL-LFSB VOL 1-1-45 1 24 December 2019 Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-46 1 24 December 2019 Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-47 1 24 December 2019 Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-48 1 24 December 2019 Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-49 1 24 December 2019 APPENDIX 3: ROUTE SUGGESTIONS During preparation of the tutorial we considered several different routes flown by the CRJ in real life. The intention was to find a scenic route which is not too short (more stress when climb and descend follow nearly instantly on to each other) and not too long (overall time it takes to work through the tutorial). We didn't want all our ideas go to waste and hence include the routes as suggestions for further flights after going through the tutorials. Departure Hamburg (HAM / EDDH) 09:50 Copenhagen (CPH / EKCH) 08:10 Munster-Osnabruck (FMO / EDDG) 06:35 Dusseldorf (DUS / EDDL) 07:10 Munich (MUC / EDDM) 10:45 Copenhagen (CPH / EKCH) 18:05 Copenhagen (CPH / EKCH) 15:00 Copenhagen (CPH / EKCH) 14:05 San Francisco (SFO / KSFO) 12:50 Seattle (SEA / KSEA) 20:15 Arrival Copenhagen (CPH / EKCH) 10:40 Gothenburg (GOT / ESGG) 08:55 Frankfurt (FRA / EDDF) 07:25 Basel-Mulhouse (BSL / LFSB) 08:20 Marseille (MRS / LFML) 12:20 Aberdeen (ABZ / EGPD) 18:50 Berlin Tegel (TXL / EDDT) 15:55 Bergen (BGO / ENBR) 15:25 Jackson Hole (JAC / KJAC) 15:57 Santa Barbara (SBA / KSBA) 22:42 Airline / Flight No Scandinavian SK646 CRJ Type CRJ900 Scandinavian SK434 CRJ900 Lufthansa LH063 CRJ900 Lufthansa / Germanwings 4U9712 CRJ900 Lufthansa LH4362 (meanwhile flown with ERJ-195 Scandinavian SK1521 CRJ900 CRJ900 Scandinavian SK0679 CRJ900 Scandinavian SK2868 CRJ900 United Airlines UA5490 CRJ700 Alaska Airlines AS3444 CRJ700 Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-50 1 24 December 2019 APPENDIX 4: SPEED CONTROL AND AUTO THROTTLE During the testing phase, it was obvious many people had issues with the way speed is controlled in the CRJ and how to activate the Auto Throttle. To start with the latter, there is none. Don't let the SPEED button on the glare shield fool you. We'll explain the functionality later. THROTTLES On the throttle, you will see several markings 1. SHUT OFF (FUEL SHUT-OFF) To move the throttle from IDLE to SHUT OFF, lift the red lever and retard the throttle. The Idle / Shutoff Release latches (7) are there to prevent you from shutting down the engines in flight. 2. IDLE (TRUST SETTING) The range between IDLE and CLIMB is the throttle range you will normally use. 3. CLIMB (THRUST SETTING) The Climb thrust setting is the highest possible continuous thrust setting allowed (though ITT limitations do still apply). 4. TOGA (TAKE-OFF AND GO-AROUND THRUST SETTING) The TOGA setting is used for most take-offs and for goarounds. TOGA can only be used for 10 minutes continuously. 5. MAX POWER The MAX POWER setting is only used when maximum power output is needed. The Take-Off / Go-Around Switches (6) will activate the take-off / go-around mode of the flight director. The Thrust Reverse Levers (8) are pulled up (with throttle in idle) to deploy the thrust reversers. At minimum thrust reverse range there is little or no reverse thrust but all forward trust is removed, at higher settings actual reverse thrust is generated. GLARESHIELD SPEED CONTROLS On the glare shield, there is a SPEED button and a SPEED rotary control. This is what confuses many people. The Speed Mode System is only active during climb and descend. It does NOT control the thrust output of the engines but adapts the pitch of the aircraft to maintain the set speed. 1. The SPEED button is pressed to set and select the three modes: a. CLB (Climb) / DES (Descend) When selected, the current speed is used as the speed to maintain and the CLB or DES mode is selected automatically depending on the Vertical Speed. In CLB mode the aircraft will never descend, in DES mode it will never climb. b. IAS (Indicated Air Speed) When selected the current IAS/MACH is hold, no matter if descent or climb is required. 2. The button on the rotary Speed control toggles between IAS and MACH. 3. The rotary control is used to change the set speed after a mode is selected. Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-51 1 24 December 2019 APPENDIX 5: FSUIPC THROTTLE CALIBRATION Please note that FSUIPC I NOT needed for the Aerosoft/Digital Aviation CRJ and we do NOT advise the use of it for the throttle channel unless you have specific hardware that requires it. If you would like to use it follow this guide. If you don't use FSUIPC at all or just a single throttle axis, like shown in the screenshot below, select "Default" from the throttle range dropdown menu: Aerosoft Digital Aviation CRJ-550/700/900/1000 AOM PART 1 AIRCRAFT GENERAL / IN P3D VOL 1-1-52 1 24 December 2019 If you use FSUIPC with separate throttle axes and have it set so it returns are value between 0 and 16383 (no reverser range), select "FSUIPC without Reverser Range" from throttle range dropdown menu: If you use FSUIPC with separate throttle axes and have it set so it returns are value between -4096 and 16383 (with reverser range), select "FSUIPC with Reverser Range" from throttle range dropdown menu: Again, please note we do not advise FSUIPC for this product unless you have specific hardware that requires it.Microsoft Word for Office 365