Jump to content

KuntaKinte

Members
  • Posts

    227
  • Joined

  • Last visited

  • Days Won

    3

KuntaKinte last won the day on December 20 2021

KuntaKinte had the most liked content!

About KuntaKinte

Recent Profile Visitors

1013 profile views

KuntaKinte's Achievements

Community Regular

Community Regular (8/14)

  • One Year In
  • Very Popular Rare
  • Conversation Starter Rare
  • Reacting Well Rare
  • First Post Rare

Recent Badges

209

Reputation

  1. With at least FD active: When the preselected altitude does not match the current altitude, ALTS will always appear as armed mode - the only (normal OPS) exceptions to this are GS capture and go-around mode. You then have two choices: re-select the preselected altitude to your current altitude => PFD: ALTS armed mode disappears while ALTSCAP becomes active mode, then ALTS becomes active mode climb to preselected altitude => vertical mode necessary (either SPEED, IAS, V/S, PITCH) to leave the current altitude.
  2. As long as the AP is activated, the real aircraft would never start a descent or climb due to airspeed changes. It would increase/decrease pitch to maintain altitude. At low airspeeds this would go as far as stick shaker onset. The same is true for climb with V/S or PITCH mode. When the aircraft approaches a high angle of attack, the stall protection computer will: warn the crew of an impeding stall through the stick shaker, activate the engine auto-ignition system and disengage the AP Agreed. But overall, the AP/FD is relatively sluggish and inaccurate both in lateral and vertical modes.
  3. Correct, because the active mode is ALT (which means altitude hold). However, your airspeed could be a factor here, because at this altitude 220 kts is a bit low. And at low speeds the AS CRJ tends to descend by itself. BTW, your video shows another bug of the addon: Since your current altitude differs from the selected one, ALTS should be displayed as armed mode.
  4. Hi Thomas, the MMP6S SID itself is a little tricky. The first two waypoints are basically altitude restrictions, that must be met before initiating the following turn. On the other hand, the aircraft has to perform a heading change with a total of 80° within the first 1,500 ft of climb. All this works best when the inital part of the SID is flown manually. By the way, the interruptions in the course line on the MFD map result from the fact that the turn radius is dependent on factors such as weather, aircraft performance and airspeed - AFAIK, the FMS is not capable of displaying such a dynamic course line. Two bugs in the AS CRJ's FMS complicate matters a bit more: When the aircraft passes a waypoint with a slight deviation, the Course Pointer rotates 180° (like an ADF needle) and continues to point to the passed waypoint before eventually jumping to the next one. The same happens when passing the second waypoint and the following intercept is imminent. But what is even worse now: Course Pointer and Flight Director do not show the direction respectively steering commands for this intercept. Guidance resumes only AFTER the aircraft has been brought onto the correct course. So, you have to anticipate this course change - if you wait too long, you will miss the small slot in which the FMS (AS CRJ) is able to follow the correct course. In summary, I would advise you to select SPEED and NAV mode shortly after gear up and then soon initiate a manually flown and almost continuous right turn onto track 036°. You don't need to focus on the FMS during this time, because it doesn't show anything reasonable and needs a while to recover. Once you are on track 036° with the course pointer eventually pointing in this direction, make sure NAV mode ist active (FMS green on PFD), then you could switch on the AP. I hope this is somewhat helpful.
  5. It's a database stored within the EGPWS. It contains a worldwide set of terrain features, obstacles and hardsurfaced runways with a length > 3.500 ft. The EGPWS computer permanently compares the actual aircraft position with the database and calculates terrain clearance envelopes ahead of the aircraft. In addition there are two radar based navigation aids: the radar altimeter the map mode of the WX radar for ground targets
  6. Thanks. Is there a way to have full authority (80° either side) on the tiller and a small amount (8° either side) on the rudder pedals? Because that would be the RW behaviour ...
  7. @SimWare I just came across your tutorial below. Does this remove the nosewheel steering authority from the rudder pedals completely?
  8. But it does. Have a look at the video below. Unfortunately with poor quality, but it is only to show collimation with the infinite focus: As the camera moves back and forth, the displayed image always remains the same size. This causes certain limitations: At too great a distance, the content will be cropped by the edges of the combiner. Getting closer to the combiner has the opposite effect - but your head would soon block the projection beam. IRL, this results in a rather small "Eye Box", which is why I keep repeating that there is only ONE correct seating position with this system.
  9. One problem with the HGS is that the symbols are displayed incorrectly relative to the seating position. This was already reported a while back: IRL, there is only one correct seating position, which must be adjusted with the help of the "Eye Reference Point" and even in this optimal position, head movements are only possible to a very small extent - otherwise the symbols would start to disappear, because both the size of the combiner and the capabilities of the projector are limited.
  10. Could you explain in more detail what you want to achieve? User-defined waypoints are not (yet) implemented in the AS CRJ. Alternatively you can use the FIX page. But this is also very limited in the AS CRJ compared to the real aircraft. This is currently not possible, because the routing would always start at the present position of the aircraft. This functionality has already been requested several times. The FMS updates to the stored RWY threshold position. This provides greater navigation accuracy.
  11. I have taken to always logging tickets in addition to my reports on the forum and I have been assured that while the tickets themselves will eventually be closed, my findings will be added to the tracking list.
  12. According to EASA CAT.OP.MPA.320(b) the CRJ1000 is category "C". The approach category depends on max. landing weight and the associated approach speed.
  13. A screenshot or video showing the TO waypoint on the MFD map and on the CDU would help here. The FMS of this addon currently has several bugs, including an inconsistency of the active (TO) waypoint on the MFD and the CDU. As a result the aircraft "desperately flops back and forth" as you mentioned.
  14. Although I doubt it is implemented it would be as follows: The scratchpad entry format (N or S)DDMM.MM(W or E)DDDMM.MM is used for a latitude/longitude-based waypoint. The hemispheric designation (N/S, E/W) must always precede the coordinates. The coordinates are entered with the standard of four digits for latitude and five digits for longitude. If waypoint coordinates are in whole degrees of latitude, longitude or both, the minutes do not have to be entered (for example, N40, S09, W030, or E042). For your first example you would have to enter: N48W050
  15. For the automatic LOC tuning to happen you need to have a localizer based approach (ILS, BC, LOC) in the active flight plan and to be in the terminal area of your destination airport. IRL, both PFD must also have NAV source FMS. When you select APPR mode the system ist armed for NAV-to-NAV capture of the localizer => LOC shows armed on the PFD and the FMS is still active NAV source until the localizer is captured. The localizer's inbound course shows in blue as a preview on the HSI. On capturing the localizer the NAV source changes to green needles.
×
×
  • Create New...