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MAX Realism in MSFS | REAL AIRBUS PILOT | Aerosoft CRJ 900 | Microsoft Flight Simulator

Mar 16, 2022
drop gear hello again guys welcome back to the channel in todays video we are taking a look at the newest member of the

aerosoft

crj family as you can see it is very early in the morning here in copenhagen we are going to be taking the

aerosoft

crj in a short hop north to bergen we are looking at a

flight

time of just over an hour the distance about 450 nautical miles we will be cruising at

flight

level 380 we have about 70 passengers on board just a ton of cargo all that will carry 4.6 tons of fuel should be a good flight overall looking forward to it otherwise not bad very typical for this time of year in this part of the world as i always do Hope you enjoyed the video if so so, consider liking and subscribing to the channel.
max realism in msfs real airbus pilot aerosoft crj 900 microsoft flight simulator
If you have any comments or questions for me, you can leave them in the comments section below. Let's get comfortable in the left seat of the crj 900 and we'll start preparing the aircraft for the flight ok so we sit down and settle in the left seat of the crj-900 first things first how can you See, now we've got some great

real

-world AI traffic courtesy of AIG. we've got the lufthansa 321 there and the easyjet 320 right behind so far we've done it let's get the apu up and running we've got the packages too so we'll continue our cabin preparations the irs can go both for sailing and going down to cdu we are going to poison her it is another line based on gnss the one position fuel pumps are out of fuel we have just under 4.5 tons on board which is what we need for today's flight apu is running hydraulically 3b pump can go on and for the flight controls mac trim stab cuts and your dampers can go ahead landing elevation will drop to zero we're basically at sea level here on the ground in copenhagen and for altimeters as you can see i have a zero two zero set up there in the q h across the board so coming down to the cdu we'll start setting that up for the flight first we'll go to the flight plan page and head out party copenhagen which is echo kilo charlie hotel bound for bergen which is echo november bravo romeo and the alternate will be oslo which is echo november golf mic the flight number this morning is scandinavian two eight seven zero so sierra kilo two eight seven zero and double check that we will press execute on the performant we will be navigating at flight level three eight zero if you are on board we have already entered four thousand four hundred and ninety one kilograms and the fuel weight zero twenty nine thousand one hundred kilograms once again double checking the data I'm going to run in the v-nav we have a rate of climb of two nine zero knots in transition to mac point seven four transition altitude of five thousand feet and the 250 no hit 10 restraint ion of cruising speed at 300 knots 0.74 flight level 3 8 0 and in the descent transition back to 290 knots transitio n flight level 7 0 and speed 250 knots below 10. to departures waiting for runway 3-0 and it will be the mixy departure 2 delta and then for the arrival waiting rls the runway 1-7 the whiskey approach and it will be the badan on the november arrival via the nepam waypoint so for the flight plan itself we have the mixi delta, take us towards the mixi waypoint, the next waypoint after that will be the waypoint to slid, which is alpha sierra lima india delta and then from aslid it will join the papa 990 airway now out towards alpha alpha lima vor airway, then it will be the Lima 621 airway and that leads to the takumu waypoint which is the tango kilo mic uniform and then the Lima 197 airway and that will be to the badab waypoint which, as we already said, is the arrival that we wait for bergen, so once again we'll press execute, we'll go to the legs page just make sure the flight plan has been set up correctly as you can see we have it the disk at the two badab waypoints there so we'll clean it up and that's good and the flight plan looks good , so we have the flight plan set up, departures and arrivals are set up, next page has been checked, no secondary nav required, v nav is set up, just go to the perth page we'll go with a flex temp 50 for takeoff and I'll go with the legs page on my side we'll take the progress page on the first mate's side so the cdu setup is complete we'll set the v speeds we'll do it fast road today so that's a hint take off flaps 8 we'll set all those speeds accordingly in the pfd and just make sure we have the selected speed there in the fcu for the lights we have the navigation lights on the passenger signs you can go since we already have the fuel on board and the emergency exit lights you can go to armed chocks we are going to check that the trucks they have have been removed and now we are going to see the exit and we are going briefly and configure the plane accordingly, so as we already discussed expect delta mixie 2 exit from trail 3-0 that's xray 10-3 here out of copenhagen this morning initially going up on track heading which is 299 and we have 299 set going up to an altitude of 4000 feet and we have 4000 there on the pfd so starting initially for the kig waypoint and then northwest we got the 250 knot speed restriction after below 7000 in this case, so we'll keep speed two or three seven thousand no high terrain at the start in terms of the weather as you can see actually pretty good weather for the start overall anyway that's the full brief we've also completed nu Our cabin setup, hoping those aisles continue to line up and once they've done that we'll be ready to push and go so you can see the irs has now completed their alignment and we're ready to push and go so we'll review checks before start, passenger signs are on landing, elevation is set, altimeters are set, fms has been checked and set, irses are aligned, radios and navigators are set and takeoff briefing it is complete.
max realism in msfs real airbus pilot aerosoft crj 900 microsoft flight simulator

More Interesting Facts About,

max realism in msfs real airbus pilot aerosoft crj 900 microsoft flight simulator...

We will have the cockpit connect to the aircraft and run authorized startup checks so that personal electronic devices are turned off. Apu is on. it's on the fuel pumps are on and check the amount of fuel i just wanted to push in there so i'll take the parking brake off the hydraulic pumps can go to auto and leave the 3b in the on position and the parking brake parking lot is off, let's see. Full clear start checks so we'll start the engine one person push and start you can engage 994 we'll go back to the status page on the icass and just watch the push back a little here it says 20 on the n2 we'll unlock the stick of thrust move it to full idle and that should be enough for us to push so we'll cancel the push back the tug will disengage there and the parking brake can work on h994 rtt showing up on engine one so we've got a good light off and we're just waiting for engine number one to stabilize and we should see engine stable around 22 there in the m1 looks like we got off to a good start on engine one we'll start engine two seven to five again just wait until we're done 20 in the n2 we are now so we'll unlock the number two push stick I'll move it to the idle stop point. they are on auto packs they are on if you can turn off now we have two good motors let's go back to the status page again and the apu is running low so we will turn off the power supply and anti-icing fuel not needed for the output initially we have the heating of the windshield goes down and the nose wheel steering can be engaged just before starting the taxi we will run the taxi checklist ahead of time so the flaps and slats can go to eight for departure and the flaps eight indicating there on the icass flight controls we have full up pull down and neutral full left full right and neutral and just the damper there so we'll recycle those settings so we're looking at a 6.6 unit setting for take off , so 6.6 sets and rudder trim, aileron trim, both in the neutral position Powder reversers are armed.
max realism in msfs real airbus pilot aerosoft crj 900 microsoft flight simulator
Flight instruments are checked and brake temperatures are checked. That is the complete taxi checklist so that the parking brake can be released. We will take the taxi light on the tax. a left turn here on whiskey taxiway and then we'll cross onto victor taxiway take victor across runway 2-2 to the left and then we'll be on a section exit for runway three zero degrees four knots from the 175 anyway we are coming up to victor right now and then as i said we will take the next left now we will go to the indian taxiway towards runway 3-0 we will wait until we are in india and then do the checks before takeoff and india will take us down to golf two runway three zero intersection which is small enough for us for today's departure so we're going to cross runway 2 2 to the left as I mentioned We'll turn on the strobes just as we cross the runway, we'll wait until we've crossed the runway before we carry out checks.
max realism in msfs real airbus pilot aerosoft crj 900 microsoft flight simulator
We just focus our attention. It looks clear in both directions. completely clear runway before we run checks so clear runway two two left checks before takeoff the lights and strobes will assume we've already been cleared for takeoff so the delay lights may come on, strobes may come back on, fuel crossflow is a manual flight attendant has been designed. The transponder can go to radar number one and the terrain screen. so golf two just right now we'll just keep track short three zero momentarily we'll just finish the last of our checks we'll report departure and then we'll be ready to go to six states so we'll just finish the last of the elements before takeoff the screen of the radar train can go to the weather radar and the broadcast messages are checked we'll pack them up we'll see before the takeoff check is complete the parking brake can be released the lights are set and all is clear on the approach so get on in a position already quite high here on the engine thrust to get the aircraft moving so we'll take the aircraft underway for takeoff since the engines are already stable press the toga button and we've got the takeoff shown there in the fma polarity it looks like we have a slightly off right win looking at that windsock and take off um a positive climb going rig can go up just i'm cutting back very well established on flight directors we're going to navigate and speed up we'll get the auto

pilot

in now we'll just hold our current speed until we're over 1500 feet so it looks like we're getting to a little cloud cover here so I'll take the anti-ice call now just head out through 1500 we'll speed up to 180 knots initially and climb again.
Push, go to flaps one now. We can start accelerating now to two zero knots. We'll assume our traffic has given us a higher climb to flight level one one zero and there's a one one zero at the fma, we'll hold speed back through or through this cloud layer and leave the cabin crew seated as well. down for now we'll just center up the heading error looks like the plane actually went in there it shouldn't have so we'll get back to speed now we've climbed 220 knots we're back through the transition so set the altimeters and We have standard and verified sets.
You can hear a bit of precipitation there. in the plane as we go through the cloud layer and again we will keep speed at 220 until we go through the next cloud layer ahead of us eight thousand once again we will assume that we have been given more lift so we will go up at flight level two five zero and through the yarn cloud we will now accelerate to 250 knots and as soon as we hit 10,000 feet we can accelerate to a rate of climb of 290 knots. Flaps are up so recon lights can go off we will do climb checks fuel cross flow can go back to auto bleeds and apus are set thrust reversers can go off and messages issued only the anti-ice lime which you have said will be left on for now so that's the full ascent runway up to ten thousand feet and we have two nines that are not selected for ascent it doesn't look like it's going to be much more in this weather obviously there's also a sector pretty fast so we'll let the cabin crew get up and go to work we'll speed up for now and a As we get back throughfrom the next layer of clouds, we'll pick up speed just to get through it as fast as possible. to the mcdu go to the mfd menu now it just shows our flight plan information there on the 767 nav screen so it shows 400 miles to run to bergen right now 43 minutes of flight time I expect to travel with about 3.2 tons of fuel so about 40 minutes of extra fuel on top of what we need for the build right now the outside air temp is currently minus 11 so we'll definitely leave that anti-icing call on for motor traffic analog 76 now so it looks like the camera crew just started service that's all we have to do as far as departure we'll continue our climb to flight level 380 that's our cruising altitude for the flight of this morning sometime once the clouds clear we will let the passengers get up and walk as usual we will enjoy the main route of course Well, we'll also be grabbing some of the newer Aerosoft machines for the Sims and I'll be back once we're done.
We are approaching our highest point of descent and preparing the plane to arrive at Bergen so welcome back to the flight deck as you can see we are reaching the Badab waypoint by the time the arrival at begins Bergen that is getting closer. our top of the descent we have about 10 miles to run there right now we'll get the plane down a little earlier the first restriction on the approach is uh we need to be above 6000 feet bravo romeo 624 so I'll set 6000 for now we're coming up to vertical speeds and current forward speed we're only doing a little under 400 knots right now so we'll go to vs minus 2000 which should give us a nice three degree profile like so which with vs minus 2000 with six thousand selected and we'll go back main thrust Holding 0.74 initially on the descent in speed just keeping things going as the plane turns the corner and convincing the descent and then we'll report back once we're comfortable that the plane it's doing what we want, so it looks good in vertical speed. we'll just center our header bar one more time and start reporting the arrival so we'll be flying the badab2 november arrival for runway ils whiskey one seven we already have that set up in the chart just a small amendment to the flight plan above, we're actually arriving via the gilva waypoint so we set it up by just flipping through the legs page you can see we have the finish there which takes us towards the gilva waypoint and then onto rls track one seven so the boards will be looking at our boards 10-2 bravo for the finish has no finish currently we are uh gnss for navigation and then we will be on track rls one seven which as i mentioned is played 11-1 so we will let the rls know now coming to the page radio we're looking for a frequency of one zero nine decimal nine doesn't look like that's autotune yet but hopefully we'll see that autotune later ahead on final approach course is one seven zero we will keep a good eye i have noticed in the past that the crj tends to adjust the reciprocal heading or at least has on a few occasions so we will be keeping an eye on the elevation of the aerodrome of 160 ft so we'll set it now now we have a 160 ft set we'll go down to a mda of 381 so we can set that unfortunately we can only do 10 ft increments on the crj so we'll go for three nine zero and we have three sets nine zero. back on thrust there slightly let's say we'll hold point seven and four until we get to 290 knots and then get into speed the aircraft might auto change if I remember correctly anyway until the mda of 390 for the missed approach is up track heading to 2000ft then stay on the radial finally going up to 3000ft to enter the hold then expect some vectoring thereafter in terms of terrain there is a high train east of the field the msa for the arrivals 5000 feet you will reach the 300 foot sector on the islands themselves there are several altitude restrictions on the way down we must be between six and eight thousand feet on uh bravo romeo 624 with a speed restriction there also of 220 knots and that gets us leads to the same restriction point lucif we will keep six thousand until we finish lootiv then we can go down to four thousand feet to turn the corner for the rls in terms of weather it's not a bad morning in bergen as you can see there's still quite a bit of cloudiness around but otherwise quite nice fairly light wind a bit chilly on the ground at the moment looks like the plane has transitioned up to speed now, so we'll go at 290 knots as planned we'll leave the thrust where it is for now let that speed slowly build up in terms of our fuel we expect to land right now with about uh 2.7 tons we need two tons for our diversion today to oslo if we want to divert so we have about 30 extra minutes for fuel up our sleeve we're landing runway 1-7 as I mentioned we'll be heading left anyway passing 30,000 feet right now that means we we need 90 miles to run it's currently showing 98 so we're looking good on the profile we're not currently showing the bravo romeo624 waypoint yet in terms of distance but e we'll keep an eye on that because ultimately that's our first constraint that we need to meet the transition level in bergen is for air traffic.
I'll call it 11,000 feet, although I think you probably already have that in the box, so we'll just have a check showing flight level seven zero in the box, so we'll stick with that and we can start running our descent control to to land. elevation is set fuel we have 2.8 tons on board waiting to land w With 2.7 as we mentioned we have about an extra 30 minutes by the time tcas is set up radar is on and landing data is verified so we'll go to the performance page we'll set up the landing speeds so we have v2 ga of 145 the ftf 211 vref will be 137 we'll set it up later and the approach briefing is complete so as you can see on the screen nav Bergen is about 20 miles to the northwest right now unfortunately obviously with the cloud as it is we're not going to be able to see that at the moment just show pre-landing checks for later yeah , the aircraft definitely hasn't done a stellar job calculating our vertical profile here, we're currently showing it just fine. low on profile and we also need to be back to 250 knots below 10,000 so keep an eye out we'll start to slow our speed down to around 11,500 feet looking good on profile now so we'll get rid of the brake speed reduce our vertical speed we will return to our 2000 ft per m innate sink rate we have four thousand feet to lose we need 12 miles we have uh 11 there right now push and go you can get to 994 and again we will adjust that vertical speed to maintain 290 knots coming through eleven and a half half a thousand to get us up to speed we'll be right back at 220 knots and again you can hear a little bit of precipitation as we break through the cloud cover we'll zoom in on the nav screen so we can see things a bit more clear we still have uh 2000 feet to lose here right now that means we need six miles to run we have eight right now ent and we

real

ly want to make a nominal descent of about 1500 feet per minute so we're going to ramp up the vs again going to speed brake just help that speed look good again now in terms of our 250 knots under 10 and climbing from 10,000 feet so the landing lights are at eldredo 37 ok we have another 1500 feet to lose so I look good now in the distance and speed sh should be back to 220 just as we hit the point of route itself, so they'll maintain 6,000 feet to wherever they want to, so as soon as we get past our 8,000-foot restriction, we can get back to that vertical speed again.
Now it's our 220 knots. we'll get rid of the speed brake one more time we'll start slowly going up in thrust and just go up to 8,000 feet so we can slow our vertical speed back to 500 feet per minute again that should put us nicely back on profile 8,000 feet ultimately, which means we need 24 miles to run, we're currently at 42, so in the sense of our general profile, we're still pretty low here right now and, as I said, once that we pass over the point loot if you can get down to four thousand it looks like ils is now auto tuning so we'll just check briefly we have 109.9 that we expect to see and it looks like you've tuned to the right course there as well.
I'll take another look at that as we get closer to power protect it when rls in v17 just below cloud base right now it can make out the ground below us to a set of degrees and just going up three transitions we'll set the altimeters now we have qnh1028 sets and cross checks it was 8 000 feet again we need 24 miles to run based on that 36 string we will start checking some of our landing gear before we get busy so attendees have been informed flight signals the passengers are on thrust reverse our arms and just landing gear and flaps to come and as you can see now that we're out of cloud cover the weather clears up pretty nicely the air temperature Outside air is zero degrees, but now we are free of moisture, so we should be able to get the anti-limescale. - Go offline, we won't center the heading error, we'll just set the runway heading now, otherwise we'll pretty much center when we get to the corner, it says 170 set on course knots from 137 one seventy feet. off and again you can see from our magenta arc we're going g to be level four thousand before gilbert so we can slow our vertical speed down we'll avoid leveling out if we can't 5000 i'm just getting up from 20 miles to run we'll start slowing down now we'll come straight back to 180 like i said that should help us with the start on the rs and we'll blow 220 knots so we can start setting up.
Particularly beautiful area of ​​the world with the sunrise levels, I'm not entirely sure how much I trust that locator at the moment, which shows that we're pretty much down, but as you can see, we're pretty well evened out, so I think what you we'll do it just to keep the aircraft from bothering us we'll get on heading so we'll just center the heading error and maneuver into position for the rls we'll go to flaps eight and again that should allow us to give the aircraft quite a bit of intercept superficial which should help in terms of tracking that the localizer looks a little more correct there now not sure if the

simulator

models a fake localizer and glideslopes. thousand feet and showing about 18 miles to run so looking good in profile and accelerating very well now only going to 190 knots 4 08 sure if you can make out the field uh or not still doesn't seem to say one for Ve looks like the flight plan continues the sequence which is pretty helpful so the next wave points to uh bablu we have a speed constraint of 200 knots already looking good and showing 30 miles to run just Coming in at 3700ft so should be good. in terms of the profile and actually the rls so go to our intercept heading go for about one eight five try to arm the approach we should be good now for the capture and we have like one already captured pretty ok with what we're seeing there in the uh dis Play right the payload just came in now you can see the runway from a distance and we've got the glideslope armed so we should capture that momentarily ok flaps 20. hold small for size now we'll just keep an eye on things the aircraft should capture the glideslope momentarily we'll lower the gear about 8 miles we'll keep 180 for now says outcapture right it's very hard to make out the glideslope there on the pfd , but I think we're getting to that now, which will make sense.
For that nine miles and there is a glide slope, we will lower the gear and the speed will return to 160 knots. We'll wait until we're back below 170 knots before taking up more flaps, so gear down, three green gears is good flaps 30. now we'll go to flaps 45 holding 160 until about five miles, then back to our baseline v , which we said was one three seven, so the reference v was set on return from push, we'll let speed come back slowly and the last of the landing gear, the landing gear is down, three green flaps are set. Hit verification is complete so far.
It seems that the aircraft isdoing a good job here of tracking the ils. This focus towards you. Finally, we are climbing up to 3000 feet. for reference hover over outer marker six I'm getting to 1000ft we're stable not sure why we didn't get a 1000ft auto call anyway we'll disengage auto

pilot

do a manual flight 994 500. 200 the three lows will continue it looks like seven six down just reverse idle and lightly slam on the brakes take the second exit left outside so and vacating left we'll get the plane be nice and slow it's a 90 degree turn i'm pretty sure what's going on with the taxi lights today but we'll manage for now so just vacating the runway the afterlife check the landing lights they can be turned off, just like the strobe light, flaps up and the weather radar can come on we're going to run the offline checks so apu we can get going it's going to be a tax i very short let's just find an empty bay there seems to be one here at one o'clock so ap is starting radar is off transponder will be left on for now louvers and flaps are retracted lights are on and probes are off they will activate only once we straighten the aircraft.
It doesn't look like the main light is actually leading to the door, so we'll just position ourselves for the parking lot from the southwest. It's an unexpected wind in the countryside from the east to the brake the spark from the brake may ignite the probes may come out just like the window heats the apu is running so we'll turn off the engines now the transponder can sound we'll also remove the signals from the seatbelt and lastly the beacon fuel pumps can be turned off and we will perform our shutdown checks so the parking brake is on the seatbelts are off the push levers are in the off position the anti-ice is on shutdown the fuel pumps are off the beacon is off and the nose direction is off so that's the complete shutdown checklist and welcome to Bergen so there you go guys hope you enjoyed another airsoft outing crj, like i said, the 900 and 1000 edition doesn't do anything much to improve the previous iteration of the product, but it's a small ad Nice addition to the

simulator

, however, while Microsoft Flight Simulator may not be the perfect simulator, it's still very nice to see the simulator slowly coming together piece by piece, for example, having real world AI traffic now certainly only helps to improve the

realism

a bit more as always hope you enjoyed the video if you did please consider giving it a like if you want to see more content from the channel then consider subscribing as well if you have any comments or questions for me you can leave them in the comments section below, i will always do my best to try to answer them and as always, big thanks to my channel members and pat. rons for all your support it's so much appreciated thank you all so much for watching hope you're having a great day wherever you are take care and I'll see you all soon.

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