jetpipeoverheat

Neutralize the rudder trim you have put in and check your control bindings. Go to the flight control synoptic page and see what the rudder input is. You're very uncoordinated, likely you have a hardware control calibration issue or binding issue.

It alternates the taxi lights (located on the tip tanks) like this. Helps increase visibility and scare away birds. Becoming very, very popular in the GA/bizjet community and even on some airliners.

Tom, Not a problem at all!! I'd be willing to bet you're operating on less than optimum sleep (and that might be a gross understatement) post release. I know you probably have a million things getting thrown at you all at once and I'm very impressed with how attentive you've been with everything! Definitely hit up some pizza and cerveza's this evening, you've earned it! Thanks once again!

Am I going crazy or is the far right gauge in my screenshot above the hobbs not the cabin rate of climb? I should be able to adjust the rate knob and see the resultant rate of climb on the gauge. This exists in every pressurized aircraft I have ever flown, both jet and turboprop.

Hello, No matter what mode I have the bleed source selector set to, the cabin rate of climb indicates over 2000fpm. It appears to be stuck like this from initial load to shutdown, throughout all phases of flight. Another minor thing I found by accident.. if the landing lights are extended and on, they will stay on even when the battery master key is off. Thanks for a great product! I'm already enjoying the crap out of it.

You could definitely do this, but in reality a normal start sequence works much better. Just wait until ITT is below 120 before introducing fuel. There is really no need to go through a whole dry motoring cycle, wait 5 minutes, then commence a normal start. We would really only use the true dry motor procedure after an aborted start to clear any unburned fuel from the combustors.

Those access panel doors should actually be open for engine start under certain conditions. For example, with an inoperative APU you will start the engines with both a GPU (plugged in through that very door you left open) and a ground start cart through an access panel in the rear of the aircraft. Both of those panels open will trigger the EICAS EXTERIOR DOOR OPEN status message, and it's up to you as the captain to verify that you actually want those doors open. The FO doesn't know which type of start you are trying to accomplish.

You're looking for DSPL MENU - select L or R - Page 2 - RNG: ALT SEL. It looks like this:

Direct to any point on the final approach course, then input the inbound approach course as the course intercept in the bottom right LSK 6R. The other way to do it is to take any point on the final approach course and put it in the top left LSK (1L) to activate the leg.

To add to Tom's post, you need to go to VNAV Setup and change your descent speed to be at or above the STAR speed restrictions. VNAV will not speed up to meet a restriction, but it will slow down. Planning a descent at 250 KIAS is painfully slow, both for your passengers and ATC. Generally .78/290 works well.

This is correct. In the US, we would enter our 45 minute FAR reserve fuel so that we are alerted when landing with less than legal reserves at our destination or alternate if we have one. That will also affect the EXTRA number so you know how much fuel you have to "play around" with before hitting your hard legal reserves.

And I bet you saw a lot of passengers under and over 170lbs as well

You can also descend and increase speed in order to increase TAT and help warm the fuel.

The clickspots for the Duct Test switch are the labels around the switch. Click the label (Loop A, Loop B, etc) you want to rotate the switch to and hold, you might have to zoom your view in and pop out the EICAS. Mouse scroll wheel is not supported because its a momentary switch. You have to click the desired position and hold.

Yes, if you do not fly in Career Mode you will use the default XP11 weight and balance system.