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– Reworked Engine Oil Pressure, Oil Temperature and Oil Quantity logic
– Fixed LVL CHG not recapturing set altitude after an altitude bust in TO mode
– Fixed engines not reaching N1 SET values at high altitudes
– Fixed PED indicating incorrect air supply logic during unpressurised approach
– Fixed MWS chime playing when AC power is switched off
– Fixed an issue where the passenger door opening sounds were triggering inadvertently
– Improved BATT power on relay audio (regrettably, involves the removal of the “ka-ching” audio which doesn’t exists in real world RJs)
– Added flap baulk override retainer release effect – flap baulk can now be heard disengaging when the aircraft passes through 227 knots
– Reworked battery voltage logic. Max values updated from 28v to 25v and battery drain rates reduced
– Reworked APU generator voltage. Max values updated from 40v to 28.5v
– Cockpit/cabin temperature now remains slightly above ambient outside air temperature
– Fixed Starter Master not affecting Galley Load Shedding
– Fixed various minor audio selector panel logic
– Fixed Entry light two-way logic broken by moving switches before electrical power is on
– Changes to ‘Turnaround’ state – L INNER fuel pump is now off, APU GEN is now off, APU AIR is now off, and PACKS 1 and 2 are now off.
– Fixed Navaid Mores Code Not Audible
– Fixed PED not correctly powering up after leaving aircraft in a cold and dark state for an extended period of time.
– Increased smoothness of external light objects
– Main altimeter drums now increment in 20ft rather than 10ft
– Fixed airstairs slightly clipping cabin crew seat when in upright position
– Fixed small model gap at edges of VHF NAV radios
– Fixed TCAS detecting the user’s aircraft
– Fixed NAV LIGHTS ON/OFF control assignment logic
– EFB state selection now locked whilst FGS is still in test mode
– Tweaked airbrake and lift spoiler logic, lift spoilers now have greater impact
– Improvements to auto pressurisation controller logic – cabin pressure during cruise is now at the higher of the scheduled cabin altitude and the landing altitude.
RJ Professional brings you all three variants of the RJ family: the RJ70, RJ85 and RJ100. Each variant is fully custom-coded and created using comprehensive, hands-on research with a real world aircraft, RJ-100 SE-RJI. Over 25 high quality liveries represent the vast number of RJ operators from all around the world.
The RJ was developed in the 1980s and 1990s and first took to the air in 1992. The main goal of the RJ was to succeed the 146 regional jets, many of which were still flying in their original analogue cockpit configurations and without sophisticated autopilot or navigation systems. This, along with newer and more modern regional jets from other manufacturers, meant that it was beginning to prove difficult for airlines to operate the 146 in the modern-day aviation environment and a new aircraft was required.
The results of those efforts was the RJ, a glass cockpit airliner equipped with an EFIS (Electronic Flight Instrument System), PED (Primary Engine Display), FADEC (Full Authority Digital Engine Control) and FMS (Flight Management System) – a generational leap in capability from the 146.
Other avionics improvements include a fully automatic pressurisation system, digitally displayed COM/NAV/ADF radio, an autothrottle, a TRP (Thrust Rating Panel) allowing you to set V-speeds on the EFIS displays as well as select different engine power modes and a much more advanced autopilot, with LNAV and CAT3 autoland capabilities. The aircraft was also fitted with an FMS as standard, which in our simulation comes in the form of a fully custom-coded GNLU-910A.
Amongst all of these more advanced features, the RJ and the 146 both share the same type rating; there are, therefore, a lot of similarities in the operating philosophies between the two aircraft. A true mix of retro and modern and a really quirky aircraft to study and to fly!
