Cheyenne Chief Pilot

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Cheyenne Chief Pilot last won the day on June 12 2014

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About Cheyenne Chief Pilot

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    DA/AS CRJ - not my funeral, anymore ...

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  1. Any progress?

    Or maybe 'Baby Herman' is just Hans' new nickname?
  2. Stall Warning Does not Work

    Fly into a massive wind shear in normal law and your Airbus *WILL* stall. The tricky thing is, the moment you enter that huge wind shear, your airspeed information becomes invalid, the Airbus therefore switches into alternate law, so your crash won't be in normal law anymore.
  3. Detail question about the (old) RW A320

    A few more items: the Habsheim accident report in English: From the FCTM: "ALPHA floor is available, when the flight controls are in NORMAL LAW, from liftoff to 100 ft R/A at landing. It is inhibited in some cases of engine failure." So ALPHA floor automatically disengages during landing when below 100 ft radio altitude. The Air Inter crash supplies an example of how the Airbus (wo)man-machine interface has been improved: Vertical speed now has a four digit readout that cannot be confused with the FPA readout anymore. (But the wheel for adjusting fpm or FPA still spins the wrong way - counter-intuitively - as opposed to the logic employed in Boeing planes, for example!) For what the FPA autopilot mode can achieve and what not, this Air Canada flight accident report provides some valuable insight, too (starting on p.57):
  4. Detail question about the (old) RW A320

    Basically the low pass should never have been flown in that particular situation: Pilots weren't thoroughly briefed by their airline (briefing was only written and "last minute"). Pilots weren't briefed by persons in charge of the airshow (trees anyone?) Pilots had passengers on their plane (airshow stunts? With pax aboard? Seriously???) Airline knew about deficiencies of engine spool-up at low height, but hadn't yet informed their pilots (deficiencies beyond those allowed in the certification process) Airline knew about deficiencies of the barometric altimeters, but hadn't yet informed their pilots Pilots were basically conducting an "unstabilized approach", as they noticed the field too late, were too high, had to sink fast, and arrived slightly above field elevation with their engines more or less at idle. I am not quite sure about the "landing mode", but increasing engine thrust from a stabilized approach to go-around thrust is a couple of seconds faster than having them to spool up from (approach) idle conditions.
  5. Unfortunately LNAV still broken..

    I think you misunderstood eefields' post. Love my Cheyennes, BTW. Make me feel like a Chief ... ;-)
  6. Unfortunately LNAV still broken..

    +1 On a more positive note, I picked the Digital Aviation Piper Cheyenne box from the Aerosoft warehouse deals, and I am really happy with that plane (or should I say, with the Cheyenne collection ...)
  7. Talk to the management? Here's your chance...

    Plain customers or also customers who coincidentally happen to be beta testers for Aerosoft, for example? I faintly remember dialogues via a certain skype group ...
  8. Pressurization system/descent mode

    Thanks for confirming, Hans. And I am aware that you made it crystal clear that LNAV has had priority over work on other systems. I fully support that. (But now that - fingers crossed - the LNAV issue is off your chest ... )
  9. Pressurization system/descent mode

    Pls. see my post here: On behalf of Aerosoft and Digital Aviation, Frank already admitted defeat (my interpretation only):
  10. Pressurization system/descent mode

    Bumped to the top of the Aerosoft forum. Another customer report here:
  11. Airbus Logic in the CRJ

    My CRJ FCOM doesn't state anything about flashing baro indications. Maybe it's just a version/MSN thingy ...
  12. Airbus Logic in the CRJ

    Once an Airbus tester, always an Airbus tester.
  13. Version

    That is correct, Marco. You can also check the product page:
  14. What Meese suggests is how, for example, PMDG and Quality Wings handle it. I second his suggestion.
  15. CRJ and the GTN750

    LOL, Jerry! I actually had the same rotten idea but never really tested it. Maybe Hans should get a bulk licence from Flight1 and integrate the GTN750 in the next build, so he could concentrate on fixing the pressurization system.