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KuntaKinte

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Everything posted by KuntaKinte

  1. When you entered a localizer based approach into the active flightplan, you can stay on FMS as NAV source. With APPR mode armed the FMS 4200 performs a NAV-to-NAV transfer to "green needles" when intercepting the localizer. There are further prerequisites as well as some limitations for this operation which are not correctly implemented in the AS CRJ. Please have a read here.
  2. Yes for TO TO is active lateral mode: wings level (on ground) - HDG hold, 5° bank limit (airborne) TO is active vertical mode: optimized pitch-up command (depending on flapsetting and spread VR/V2) ALTS is armed mode No for GA GA is active lateral mode: HDG hold, 5° bank limit GA is active vertical mode: 10° nose up no armed mode
  3. The FMS has some waypoint sequencing problems - this is most likely another example. There are a lot of threads about this topic by now.
  4. KuntaKinte

    Brake Temp

    The behaviour is correct. However, this should be accompanied by a BRAKE OVHT warning message on EICAS and an aural "BRAKES" warning. Both the red BTMS readout (and the warning message) persist as a reminder that maintenance action is required - you can reset it in the appropriate menu of the EFB.
  5. That was only to force the occurance of this error and make it reproducible, because that is what the AS guys require.
  6. Putting a waypoint on top (DIR INTC/LEGS page) always means for the FMS: From present position and on the shortest way to that waypoint. However, you can specify an intercept course.
  7. The real aircraft handles course intercepts very well. Most wobbles are rather pilot induced e.g. when changing from HDG mode to NAV. In fact we often prefer the FMS over the APP mode for intercepts of the final approach course, because of the poor gain performance of the latter. The following is an excerpt from the FMS-4200 Pilots Guide: Turns The FMS computes a turn to be accomplished using a nearly constant bank angle. For small turns, the amount of bank angle is small. The larger the turn, the greater the bank angle. It also computes when to start a turn based on the type of waypoint, the number of degrees of turn, the airplane’s true airspeed, the current heading relative to the new heading, and the wind conditions. During a turn, the FMS continuously computes the bank angle to compensate for changes in wind conditions, true airspeed, and the airplane’s heading relative to the new course. Bank Angle and Roll Rate Bank angle and roll rate for a turn are continuously computed by the FMS with consideration for the flight control system's bank angle limits. With the flight control system set to the normal operation mode (no bank limit selected), the bank angle is limited to approximately 25 degrees. With the flight control system set to the HALF-BANK mode, the bank angle is limited to approximately 12.5 degrees. Roll rate is set at three degrees per second for all turns. Anticipation As the airplane approaches a turn at a waypoint, in addition to computing the bank angle for the turn, the FMS computes the point at which the turn is to be initiated. This is called turn anticipation. Its purpose is to prevent the airplane from unnecessarily overshooting the new course during the turn. Essentially, the FMS cuts the corner of the turn to make a smooth transition to the new course. For flight plan leg turns at true airspeeds less than 350 knots, the turn initiation point is not further than seven nautical miles from the waypoint. At true airspeeds of 350 knots or greater, the turn initiation limit is no further than 12 nautical miles from the waypoint. A waypoint alert flashes the active waypoint identifier on the PFD display, and the active waypoint symbol and identifier on the MFD map appear approximately five seconds before the FMS initiates the turn to the new course. While turn anticipation prevents most overshoots, very large course changes may still result in some overshoot. Flyover Waypoints Selective waypoints designated as flyover waypoints require the airplane to fly over the waypoint before a turn is initiated. Examples include leg terminating waypoints such as a waypoint before a discontinuity, holding fix waypoints, and the last waypoint at the end of a flight plan. Intercepting a Track The FMS can intercept an active course track at any converging angle. Whenever possible, the intercept is such that the airplane turns onto the active course without overshoot. However, if the intercept angle is great and the distance to the course is short, an overshoot will occur. If the intercept path is such that the intercept may not occur before the active waypoint, the message "NOT ON INTERCEPT TRK" shows on the CDU message page.
  8. I missed the part with the red lines. Indeed, such an excessive turn for re-interception is overdone and therefore likely another FMS issue. Still, re-interception of the course line is necessary, because the aircraft position after completing the turn depends on performance, airspeed and wind. I believe the FMS can not handle ambiguous situations like this. However, on completing the turn you could simply cut the corner with a direct to SPTNS.
  9. Yeah, a lot of the symbology is missing ...
  10. The vertical line (lateral deviation line) indicates the lateral deviation from the localizer. When it matches the conformal selected course (uppointing arrow at the compass scale) you are on the localizer. There should also be a horizontal line (glideslope deviation line) which indicates vertical deviation from - you have guessed it - the GS. You are on the GS when this line overlays the GS reference line (the one with the label "- 3.00" = 3° glidepath as on your approach plate). Ideally both lines (which have a gap in the middle) form a crosshair at the GS reference line with the flightpath symbol (big circle) and the guidance cue (small circle) in the middle.
  11. Thank you very much for the video! And I appreciate you flying into my home base You are right: AIII is only activated with GS capturing. I wasn't aware that you could re-engage AIII once it reverted to PRI mode. But still, this is not correct. As for the symbology, there are several flaws I have yet to report.
  12. Hi. I am sure, they have to process a lot of bug reports right now. Nevertheless, I have it on my radar
  13. IMO there is nothing wrong with the FMS route. MLPTS is a fly-over waypoint - the turn must not be started until the a/c is overhead. The FMS indicates this with a curved arrow showing the turn direction. After the right turn the a/c would re-intercept the course to SPTNS.
  14. Both pilots need to have the same NAV setting and charts. The pilot monitoring must have the same information as the pilot flying in order to be able to call out deviations and limits - especially during an approach which is a flight phase with high workload.
  15. Could someone please move my 4 FMS related threads to the section Manual Flight, Autoflight and Flight Management? Sorry for that ...
  16. It's not about the weather - in fact CAVOK would be even better I would be interested in the airport and runway of your approach, the setup of the HUGS (control panel) and the symbology displayed on the combiner.
  17. Have you tried to change to another livery and/or another model of the CRJ? I remember this solved the problem for one user.
  18. Do you have any controls connected and/or control bindings other than default? I am no expert, but this has often led to similar problems in the past.
  19. @SinusJayCee Could you do me a favour and make a video of that same approach?
  20. Example: Let's assume you enter a basic flightplan with 4 waypoints - no SID/STAR yet. Then you decide to remove the 2nd waypoint. Afterwards, you decide to shorten the route even more by moving the 4th waypoint on the 2nd position of the routing. IRL you can do all that either on the LEGS or the FPLN page with no problems, since the FMS is dead simple in this regard. It would always connect the remaining waypoints of this example to a consecutive route - also on the FMS MAP. The AS CRJ does not do that correctly. The behaviour should be reproducible with the procedure below. It has been tested several times, so if you stick to it exactly, you should get the same results. My setup: Startup airport: EDDM Aircraft state: after inital loading or after restart FMS 2 (Copilot)): LEGS page (for comparison) FMS 1 (Captain): FPLN page On FMS 1 ⦁ As ORIGIN enter EDDM and EXEcute ⦁ As DEST enter EDDH and EXEcute ⦁ Select NEXT PAGE ⦁ Enter waypoint WLD and EXEcute ⦁ Enter waypoint BURAM and EXEcute => Known bug: BURAM does not show up in the list until you put DELETE on LSK2L. This has been reported already. ⦁ Enter waypoint BOMBI and EXEcute ⦁ Enter waypoint MAG and EXEcute => As above, MAG does not show up in the list until you put DELETE on LSK4L. ⦁ Select LEGS page ⦁ DELETE waypoint BURAM and EXEcute ⦁ Select FPLN page, NEXT PAGE ⦁ Select entry DIRECT MAG (LSK3L) to have "DIRECT" in the scratch pad, insert it on LSK2L and EXEcute Result: Although both the FPLN and the LEGS page correctly show a consecutive route, the course line on the FMS MAP ends at WLD and starts again at MAG as if there was a DISCONTINUITY.
  21. Example: After manually entering a basic flightplan, you decide to remove a waypoint from within the route. IRL, this can easily be done either on the LEGS page or on the FPLN page - the FMS simply connects the previous with the following waypoint. AS CRJ: On the FPLN page, deleting a waypoint as mentioned above does not work correctly. The FMS fails to connect the waypoints adjacent to the deleted waypoint and creates a DISCONTINUITY instead. Trying to get rid of this DISCONTINUITY causes more problems. The behaviour should be reproducible with the procedure below. It has been tested several times, so if you stick to it exactly, you should get the same results. My setup: Startup airport: EDDM Aircraft state: after inital loading or after restart FMS 2 (Copilot)): LEGS page (for comparison) FMS 1 (Captain): FPLN page On FMS 1 ⦁ As ORIGIN enter EDDM and EXEcute ⦁ As DEST enter EDDH and EXEcute ⦁ Select NEXT PAGE ⦁ Enter waypoint WLD and EXEcute ⦁ Enter waypoint BURAM and EXEcute => Known bug: BURAM does not show up in the list until you put DELETE on LSK2L. This has been reported already. ⦁ Enter waypoint BOMBI and EXEcute ⦁ DELETE waypoint BURAM Result: FMS fails to connect WLD with BOMBI and creates a DISCONTINUITY. To close the gap between WLD and BOMBI: ⦁ Select LEGS page ⦁ Put BOMBI in the scratch pad, insert it below WLD on LSK2L and EXEcute Result: The last action causes WLD to be unintentionally deleted.
  22. Another bug as stated in the title. The behaviour should be reproducible with the procedure below. It has been tested several times, so if you stick to it exactly, you should get the same results. My setup: Startup airport: EDDM Aircraft state: after inital loading or after restart FMS 2 (Copilot)): Select LEGS page (for comparison) FMS 1 (Captain): Select FPLN page ROUTE: On FMS 1 ⦁ As ORIGIN enter EDDM and EXEcute ⦁ As DEST enter EDDH and EXEcute ⦁ Select NEXT PAGE ⦁ Enter waypoint WLD and EXEcute ⦁ Enter waypoint BURAM and EXEcute => Known bug: BURAM does not show up on the list until you put DELETE on LSK2L. This has been reported already. ⦁ Enter waypoint BOMBI and EXEcute ⦁ Select LEGS page ⦁ DELETE waypoint BOMBI and EXEcute Result: BURAM now has a "bad" course line of 000° and a distance > 2.000 NM. My setup: as above SID: On FMS 1 ⦁ As ORIGIN enter EDDM and EXEcute ⦁ As DEST enter EDDH and EXEcute ⦁ Select DEP/ARR page ⦁ Enter any SID you like and EXEcute ⦁ Select LEGS page ⦁ DELETE the last waypoint of the SID and EXEcute Result: The waypoint before the just deleted waypoint now has a "bad" course line of 000° and a distance > 2.000 NM.
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