Cooley

GPU are for electrical. You still need pressurized air. When the APU was inop we always had an air cart at the gate to start one engine. We would then taxi out then perform a cross bleed start from the other engine.

Yep, you have to constantly re-trim the J32 for every phase of flight and power change. Most other aircraft you do not have do this without feeling like you are wrestling the airplane. My leg would be shaking after flying single engine without any rudder trim

HA! The J32 is one of the most unstable aircraft out there. With its short stubby wings, small rudder and powerful non-counter rotating engines makes for a fast aircraft that has a lot of yaw and roll tendencies that if you are not constantly "flying" the aircraft it will get away from you quickly. In the real aircraft, I had power loss in one of the engines at night and before I know it the aircraft was in a 60 degree bank. When flying the plane slow feels "slippery". That being said, it hands down improved my stick and rudder skills more than any other aircraft and was a blast to fly.

The aircraft limitation is that you need to be below 13K FT to perform an APU assisted air start. I tried it at 10K and I was able to get the aircraft started. If you were leveled off at 13K did you have the baro set correctly for the area? The CRJ may have a hard limit in the sim if it calculates you above 13K FT. The other alternative is a windmilling re-light, but that requires the aircraft going over 300 KTS to get sufficient air through the engine. You need to be a lot higher altitude to start that procedure as the aircraft needs to be descending at a rate of 6K / min to get the speed up.

Thanks for posting...it brought back good memories of me J32 flying days.

The second pix makes me think of a dead body outline for a Shorts aircraft.

I agree with Chris...trace the lines

CRJ

I do fly JRollon's CRJ (still think its the best x-plane aircraft with the J32 next)...I'm biased since I flew both aircraft. If only Javier made the J41 I would be totally happy. The climb thrust settings usually will be higher than the T.O. thrust settings. This is especially true during hot days, in icing conditions or Flex takeoffs. That being said, I don't believe the climb thrust will ALWAYS be higher. I already have the performance charts from my airline...thanks for the offer.

Yes, use the 250/310/M.77 Climb Profile when planned above FL280. It does make for a slow climb, but it enables the aircraft to get to the higher altitudes. I typically climbed at a higher rate to 10,000 FT, then transitions to 310 KTS / .77 M for the rest of the climb. We used the slower climb profile for shorter trips to get to altitude quicker. Another thing to consider is that shorter trips especially on the East Coast ATC has a lot of restrictions which most of the time limit your ability to fly at optimum cruise altitudes. Also, once above 10,000 FT make sure you climb in V/S mode. If you use SPEED mode the aircraft will pitch over to increase speed and sometimes that may result in a descent.

Yes?

Kyle - I have a CL-65 type rating and flew CRJ200 for regional airline for three years. I can tell you that we routinely flew the CRJ above FL280. It really comes down to weight, temperature and stage length. Most of the regional flights are short distances (> 500 nm) so a lot of the planned altitudes are between FL220 and FL280. We had several flights that went from East Coast cities to the mid-West and Southeast planned at FL350. I never took the aircraft to FL410, but on a cold day with light payload the CRJ can make FL410. After the CRJ crashed due to duel-engine flame out at FL410 the aircraft was restricted to FL370. The trick to getting the CRJ climb above FL280 is to fly fast at lower altitudes. You must fly over 300+ kts from 10,000 ft. If you fly the standard climb profile at 280 kts the aircraft will never make it above FL310. It comes down energy management by keeping the aircraft speed up for as long as possible.

Yes, it performs the same function

I also use the TCS to set an altitude on a non-precision app. Our ops manual required level off at even hundred altitudes and if the MDA was lower I would use TCS to fine tune my altitude. For example, non-precision app MDA was 680 ft. I would level off at 700 ft, then use the TCS to lower the aircraft by 20 ft.

Typical scheduled block times were 60-90 mins. We had one scheduled flight from KBWI to KIAD that was blocked for 25 min. (10 min of flight time). I guess it was needed for int'l connections. One of those flights turned out to be 2.5 hours due to holding and diverting. Everyone was mad on that flight including the crew.

I flew the airline configuration with 19 pax with no bathroom and autopilot. I had several occasions where the flight ended up being a lot longer than planned. I few times someone would go to the back of the airplane an urinate on the floor near the door (no joke) Another not so good memory is the smell of vomit after a rough ride...there was no cockpit door !

Good Memories: 250KTS to the outer marker...bring the power levers to 0% torque to use prop pitch as speed brakeswatching pax expressions boarding the J32 (especially the int'l connecting pax who just flew first class)flying to rural airports and having all the C172 pilots looking up to you Bad Memories: pax pissing in the rear when there is no lavextremely hot summers / extremely cold wintersas a first officer being required to perform all the pax safety briefings (6-8 times per day)the temperamental engine tailpipe fire/overheat warning...we constantly got fire warnings when the wind would blow the exhaust back towards the engine My best memory...being a newly minted first officer and thinking I'm an airline pilot. then, I got my first 4 day trip in which I did not leave the state of Virginia. Priceless!

They did touch down...look at the left edge of the road. You can see all the dirt being kicked up.

AJ, Since I haven't bought the J32 yet, my response will based on RW aircraft experience. All the other posts about icing and XP rendering of icing are accurate and on point. My goal is to figure out how to get the 10.20b 32bit loaded since I'm already running the 64bit version. Once I get that figured out I will buy the aircraft to start learning how the J32 is modeled. That being said, here are some general icing and J32 experiences: Icing conditions are defined: Any form of visible moisture and,IOAT (in flight/on ground) is less than +10 degrees CGeneral operating procedures when in icing conditions (in flight/ on ground) are to turn on propeller and engine/elevator ice protection, including continuous ignition. An important limitation is for Airframe de-icing must be OFF during takeoff and below 200 ft on approach to landing. This is more for maximizing engine performance during critical phases of flight. As with all aircraft the J32 comes with standard icing condition warnings. But, the J32 is prone to ice build up on top of the wing behind the boots. This does dramatically degrade performance and will easily see airspeed drop by 10+ knots. We typically turned the autopilot off when flying in icing conditions because we had tactical sense of how the aircraft was performing vs. the autopilot trying to overcompensate. We also encountered ice bridging when de-ice set to AUTO cycle where the ice would form a layer between the expanded boot and the ice. This would make it hard to shed ice from the leading edges. We routinely had to switch to manual mode and wait longer than 6 seconds between cycles to ensure enough ice was accumulated before trying to shed it. We typically experienced a significant hit in performance anytime we stayed in icing for long periods of time. I hope this helps.

Maybe Javier coded bent aircraft logic due to hard landings . We routinely flew aircraft that were severely bent and never flew straight and level without significant trim. This was mainly due to rookie airline pilots not knowing how to handle a fast turboprop.

This the case with the real aircraft. I have about 900 hours on J32 and it was always a handful to fly. You have to constantly trim the aircraft for every power change. I haven't purchase the aircraft yet. I'm looking forward to simulating v1 cuts to see if the sim requires full rudder deflection and 6 turns of rudder trim just to keep the plane straight without locking your knee to keep it flying. I have a lot of good and bad memories with the J32.