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giltender

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Everything posted by giltender

  1. I can't think of anything that doesn't require an EXEC other updating the fuel. Last time I flew that -200 sim in Toronto the screen exploded onto the cockpit windows. lol
  2. When I am setting up an ILS approach we are usually still in cruise and in "white needles" or FMS navigation. the RTU's are usually in auto tune mode which means they automatically tune available nav aids in range as a backup to GPS navigation. I like to use the radio page in the FMS for entering ILS freq's as well as squawk codes simply because its faster. Once you enter a freq in either the FMS radio page or RTU primary spot, the radios switch to manual mode. We put the same ILS freq in both active NAV 1 and NAV 2 and each sides MFD displays its respective NAV side for redundancy. NAV 1
  3. It's not a new thing. The FMS doesn't handle edits very will at this point. I've had the above scenario happen to me. It also is not adding the proper discontinuity's or transition way points on some approaches. Now that they have the CTD problem with Navigraph fixed I hope the team has more time to address these FMS issues. Mike
  4. I am playing with the demo right now. Looks like it has a ton of potential so far. I am however having trouble getting the FO to say the following items in my custom checklist. [ ] fms initialization -- complete (he just says fms) [ ] glare shield -- checked (can't say at all) [ ] EFIS control panels -- checked //1 checked right (say's "E control panels) [ ] upper pedestal -- checked (doesn't say pedestal) [ ] m l g over heat -- tested (misses the word "over) [ ] thrust lever quadrant -- checked (doesn't say quadrant) [ ] lower
  5. The sound set is actually pretty good. AS has nailed the sound of everything going quiet when you hit the start button as the packs come off. You don't hear the engines at all in the RJ. In the real aircraft, when you hit the start button until starter cutout (N2 50%) is usually 30 seconds or so. After that, the rest of the start takes another 20-30 seconds so your looking at almost a minute for each engine to start and stabilize.
  6. wwittkoff, The reasoning behind staying up high as long as possible and then making a steeper decent further along the route is for fuel savings. You burn a lot less fuel at high altitudes and the longer you are able to stay up there the less you burn. The ideal decent is a steeper and constant decent with power idle the whole time and no speed breaks down to the start of the approach. This isn't always possible due to the altitude and speed restrictions on different sids and of course ATC instructions for spacing ect but that's the goal. Just got back from a 4 day pairing and I watched the
  7. I notice this happens as well. I fly the real aircraft and it smart turns using a method similar to what GEK describes above. The faster you are flying and the larger the turn the earlier it starts its turn. It doesn't however do this in green needles and Han's is correct, You need to be very careful with your intercept speed. The real airplane will blow through the loc all the time if you are going faster than 210 with too great an intercept angle. My rule of thumb is to be at flap 8 and 180kts for a reliable intercept and capture. Also try flying the SSTIK 4 SID off runway 1L at KSFO.
  8. First of all, I want to congratulate Mathijs, Hans, and the rest of the Aerosoft team for developing such a great aircraft. It blows me away that you are able to replicate a multi million-dollar aircraft and its systems so accurately for an $80 product. I love how involved you still are in making this aircraft even better. I see you responding to questions and concerns on the forum within hours, and that’s a big reason why I am taking the time to write this. I have been a flight simmer for 20 years. I fly the CRJ-900/900NG for a regional airline in the real world, and I have had an opp
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