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KuntaKinte

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Everything posted by KuntaKinte

  1. That would be a step in the right direction and should be implemented for all addons.
  2. It is indeed the DEGES 5L with the first two waypoints (ZH580, ZH569) as "flyover" waypoints. The FMS indicates this with an arc segment in the extension of the respective waypoint (as shown in your screenshot). As a result, the aircraft will overshoot the flightplan path and will reintercept afterwards. That would have been easy here without a steep angle. From your screenshot it almost looks like if the aircraft was trying to intercept the course backwards to ZH569. I tested this yesterday about four times. While I never encountered exactly your problem, I experienced following: The AS CRJ was always exaggerating the beginning of the turn to ZH569. One moment later, it even had to turn back in the opposite direction to compensate for this exaggeration. Shortly afterwards it banked in the original direction again. So, instead of a smooth and continuous intercept, it was a whobble-o-rama. All of this is not expected behaviour under any circumstances. And your case in particular would scare air traffic control and all following aircraft.
  3. I can confirm. Anything above FL370 is not recognized.
  4. When comparing runway conditions WET and SNOW for Flaps 8, there is no difference in V1. For runway condition ICE, where the largest deductions have to be applied, the V1 is even higher than at SNOW/WET.
  5. No matter which runway condition you set at Flaps 20, the V1 always remains the same.
  6. Fuel quantity is less than wing tank capacity => both wing tank S.O.V. OPEN and centre tank S.O.V. CLOSED
  7. Incorrect state: In FUEL AUTO mode, all shutoff valves (S.O.V.) on the AS CRJ are displayed as OPEN, regardless of the fuel quantity required. Furthermore, if the set fuel quantity exceeds the capacity of the wing tanks the centre tank is filled in parallel. Correct state: In FUEL AUTO mode, the fuel control computer opens and closes the corresponding S.O.V. as required. The following logic is applied: The wing tanks are filled first After reaching the maximum capacity of the wing tanks (indicated by H.LEVEL sensor), the centre tank is filled.
  8. IRL this switch changes the fuel quantity as follows: single actuation up to a maximum of 2 seconds of continuous actuation: 10 kg increments > 2 seconds of continuous actuation: 100 kg increments However, in the AS CRJ these increments seem to be almost random. This, together with wrong behaviour of the switch itself (see here), makes manual adjustment of the correct fuel quantity difficult.
  9. Unfortunately, the switch cannot be operated permanently like IRL and regularly returns to the centre position. This, together with a wrong implementation of the change in quantity per actuation (see here), makes manual adjustment of the correct fuel quantity difficult, to say the least. The functionality of the switch should be changed so that it works like the LAMP TEST switch (see below), which is also a three-position (spring loaded to centre) switch.
  10. Moving the mode selector rotary switch to TEST should initiate the following test sequence: S.O.V. cycle to OPen position H.LEVEL detectors simulate a FULL position S.O.V. cycle CLosed again Refuel, Defuel Control Panel - TEST.mov
  11. Turning on the power on the Fuel Panel should trigger an AUTO XFLOW INHIB status message on EICAS secondary page as well as FUEL synoptic page.
  12. In addition to the visual aspect of the power toggle switch already reported, its switch positions are reversed. OFF (guarded) should be down and ON should be up
  13. Another useful tool of the RW FMS e.g. to avoid premature turns. It should be integrated in the addon. Excerpt from the FMS 4200 Manual: Waypoints can be designated as flyover waypoints, which require the airplane to fly over the waypoint before initiating a turn. Any non-flyover waypoint can be transformed into a flyover waypoint. On the MFD Plan map, when the flyover attribute is added, the flight plan route is drawn as a line through the flyover waypoint. An arrowhead that points toward the waypoint that follows the flyover waypoint indicates an offset from the next course because of the flyover. To create a flyover waypoint: 1. Push the LEGS button to show the ACT/MOD LEGS page. 2. Push the NEXT PAGE or PREV PAGE key as necessary to show the page with the waypoint to be designated a flyover waypoint. 3. If the scratchpad is not empty, use the CLR function key to clear the scratchpad. 4. Push the left side line select key next to the desired waypoint to copy the waypoint identifier to the scratchpad. 5. Using the keypad, add a /0 (slash – zero) suffix to the waypoint identifier to enable the flyover attribute. 6. Push the line select key for the waypoint identifier to transfer the modified waypoint identifier from the scratchpad. To disable a user defined fly-over attribute just do the above again.
  14. Selecting either "STALL PTCT PUSHER" toggle switch to OFF isolates the stick pusher motor from the electrical power supply resulting in a STALL FAIL caution message to be posted.
  15. Have a look at my screenshot below. Both entries are selectable and afterwards displayed in green. Then I only have to confirm with EXECute. I never get the tag <SEL> though. Do you have the default FMS Database?
  16. Regarding one ticket, I received confirmation that it was forwarded to the developers. For the remaining 22 tickets (including this subject) I have not heard anything until today. But I have just written to the support again. It is tedious ...
  17. The point was that any NPA that is not based on a localizer cannot be done with the HGS.
  18. If you look at my other threads, you will notice that I have done just that a few times. In this case, I felt that my finding and a screenshot from the manual was sufficient.
  19. At 33:12 he says "I'm just curious if these buttons work over here on the [Honeycomb] Bravo ...". Then he toggles NAV mode ON/OFF, but the Flight Director remains enabled from that point. The final outcome may also be a bug, but apart from that the only possible Flight Director mode at take-off is lateral/vertical "TO", which is activated with the TOGA button.
  20. You are right about my employer 🙂 And I can even confirm that all our CRJs have the HGS installed (the ERJ fleet has it too). The other aircraft of the LH Group are equipped with autoland and certified up to CATIIIb. Furthermore, many airports in my route network have upgraded their approach system to CATIII in recent years. They wouldn't have done that if it wasn't necessary. And believe it or not, there were days when we had RVR values < 300 m on every single approach. When you need it, the gain of 50 ft/200 m over 100 ft/350 m is substantial.
  21. Well, it is also an option, but I think here in Europe it's almost standard. It was installed in all three CRJ models I have flown so far. On our CRJ fleet it is used almost exclusively for approaches in low visibility conditions, because it makes the aircraft CATIII capable. Other than that it is a very helpful aid for TCAS resolution advisories. That's not the purpose of the HGS. In CATIIIa conditions (= AIII) the system has to guide you to touchdown, since your decision height is only 50 ft. This guidance is good and the only way to successfully complete such an approach, but it does not enhance your landing technique - you simply follow the FD commands with reduced outside reference.
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