chock767

Hi all, I have flew CL650 for quite sometime and I have been enjoy her pretty much. However, she feel quite twitchy when I do a small stick correction. In fact, I have trim her nose down a bit when hand fly on approach such that the g or pitch rate per stick movement is not too sensitive. Does dev or any real pilot have any recommend stick curve or sensitivity setting ? Many Thanks !

Hi all, I would like to kindly ask for a Thai Airways livery in the latest magenta version. If possible an old livery is highly preferred as well. Best regards

Hi Jan, Thanks for the reply. I am just realised, that not all 737 are capable of enabled WAI on ground. APU and WAI valve do operate perfectly in-flight. I was referring to APU when the aircraft is on the ground. I would like to apologize for my blunder. Best regards

Hi Jan, Thanks for the answer for the idle mode. I forgot to tell you that I had the APU pressurized the duct and WAI valve is still in transit. Also with engines running on ground, WAI valve still in transit. Regarding the issue with fps and pressurization system. It is hard for my laptop to push above 30 fps and 25 fps is their best average. However, I tried using the stby mode and the cabin rate of climb is much more stable than auto mode. Best regards

Hi Jan, Thank you for your explanation. I understand your reason for rejecting the PMC button. I was hoping to see HMC unit come in action but it would be a can of worm I suppose. While I am on the subject of the engine, I would like to ask that Boeing 737 classic have an approach idle mode? I used the anti-ice earlier and notice that engine rpm remained the same. Regarding the cabin rate of climb issue. In my case, the cabin rate of climb was oscillated in cruise, as you can see in a picture below. It always oscillated in a positive rate of climb but strangely the differential pressure remain more or less the same. In addition, I notice that the anti-ice switch for both wing and engine stuck in transit if I move it while the engine is shutdown. Best regards

Hi Jan, Thanks for a great reply. 1. I tried connect an unpowered bus with an APU later at a lower altitude and the PFD seems to behave normally now. I must have exceeded the APU altitude limit earlier. But is the PFD suppose to go monochrome mode like this ? If the APU happened to be inop while the engine out is happening, this would make it more difficult to fly IFR. 2. Understood. Thank you for your consideration. 3. I had the mix valve in manual mode since the supply duct temp change pretty slow and I never thought of sensing lag was introduce. But probably because of the lag maybe that explain why the pack trip earlier before duct temp reaches 88C and overheat the duct pipe route to the flight deck in process. Also, I would like to ask; 1. The cabin rate of climb seems to oscillate at cruise altitude and the outflow valve position always at or near the full close position. 2. Will you model the PMC switch in future ? Looking forward to your reply. Really appreciated for your attention to detail and sorry for nitpicking. Best regards

Hi all, I bought IXEG couple days ago and have been flying it extensively and thoroughly enjoy every minute of it. However, there is some weird stuff going on when I did my test flight earlier. First, I tried shutdown the left engine in flight. This results in an odd display of PFD as shown below. Despite repowered the fail engine main bus by APU doesn't solve the issue. In addition to the issue above, I found that the stab trim brake doesn't work. Move the control column in an opposite direction to trimming doesn't stop the trim. Lastly, I often received a duct overheat light despite the fact that the duct temp gauge displayed a value lower than 88C. Looking forward to hear your comment. Best regards