Some Small Issues

[Nano]

Just installed Ver 1.5.1 and am on it's maiden flight. So far, so good. My only question is what exactly changed with regards to the fuel load calculation and where do I find it? Is it on the MCDU MENU/PLANE MENU Page? Is that the fuel required for the trip, and then I load it via the Aircraft Menu? That's what it seems like to me.

Also, and this is a hold-over question from earlier versions. Is there a KIAS/MACH transfer button? I like to climb at 250 KIAS until Mach 0.64, but there is no way to transfer the SPEED control to Mach that I can find. I have to manually scroll the speed back in the climb until level off.

Which reminds me, why is the CLB power lower than the CRZ power setting? Seems backwards in my experience with jet engines.

I look forward to your response.

Nano

[cessna729]

My only question is what exactly changed with regards to the fuel load calculation and where do I find it? Is it on the MCDU MENU/PLANE MENU Page? Is that the fuel required for the trip, and then I load it via the Aircraft Menu? That's what it seems like to me.

They do the same thing, except the MCDU page allows you to fuel to the nearest lb, the other two to the nearest 10 or 20 lbs.

Also, ...is there a KIAS/MACH transfer button?

Not that I know off, but if you load another aircraft that does have an IAS/Mach switch, fly that for a few moments, then re-load the CRJ-200 you will now be stuck in Mach mode

And you will have to re-load that original aircraft and reset IAS/Mach switch to IAS to get the CRJ working again.

Which reminds me, why is the CLB power lower than the CRZ power setting?

The calculations are based on pressure altitude, static air temperature and indicated airspeed, and how Javier/Philipp have programmed/simulated it (maybe the fields are reversed? I'm-just kidding!) You would need the engine performance tables and FMC design manual to check.

For example, on my machine I can get CLB higher than CRZ, at KASE Rwy 33, entering -49 OAT gives CLB 86.5 and CRZ 85.0.

On the "real aircraft" [As quoted here]

The N1 values are influenced by the amount of 10th and 14th bleed air that is used by their respective systems. The FMS monitors four different bleed air parameters to calculate the thrust limit:

OFF: All engine bleed valves are CLOSED

10TH: The engines are supplying the 10th--stage manifold

COWL: The cowl anti--ice is selected ON

WG+COWL: The wing and cowl anti--ice is selected ON.

cessna729.

Edited October 14, 2012 by cessna729

[Nano]

Thank you for your reply Cessna. I'm still confused by the Thrust Settings on the PERF pages. Not sure if the CRZ N1 is for the requested Cruise Altitude given a standard lapse rate from the temperature on the ground. If not, I know that the T/O N1 should be the highest setting and is usually limited to 5 or 10 minutes by the AFM.

I'm assuming that Javier expects the user to select T/O for the takeoff phase and then at some point select the CLB N1 during climb and finally CRZ N1 once level off altitude is reached. My experience is that the CRZ power setting is a reduction from the CLB power in real aircraft.

Finally, I'm also confused as to why MCT N1 is typically so much lower than the CRZ N1 setting. Isn't MCT the Max Continuous Thrust? I see this in the low 80's on most flights with the CRZ N1 being in the low 90's. Doesn't make much sense to me.

FinalIy, I select CRZ N1 shortly after T/O as this gives my the most realistic climb rates from what I can tell.

Nano.

[cessna729]

....I'm assuming that Javier expects the user to select T/O for the takeoff phase and then at some point select the CLB N1 during climb and finally CRZ N1 once level off altitude is reached. My experience is that the CRZ power setting is a reduction from the CLB power in real aircraft.

That's the same as I can remember when I flew a F20 IRL for a bit all those years ago. :D

Ditto for MCT as well.

cessna729.

Edited October 15, 2012 by cessna729