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KuntaKinte

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Everything posted by KuntaKinte

  1. 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.
  2. 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
  3. 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 ...
  4. @SimWare I just came across your tutorial below. Does this remove the nosewheel steering authority from the rudder pedals completely?
  5. 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.
  6. 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.
  7. 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.
  8. 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.
  9. 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.
  10. 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.
  11. 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
  12. 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.
  13. True, but presently only in the real aicraft and there only as long as there is no DME on hold.
  14. For me, too, the simulation depth cannot be great enough, but it is perfectly clear that there must be limits here. Personally, I can live very well with the fact that the ADG does not behave like the real one or that the control surfaces can be moved without hydraulic pressure etc., because these are all abnormal situations. I would be satisfied if the addon performed like the real aircraft under normal OPS conditions, because that was promised at the time.
  15. Correct state Engine Start.mp4 ITT: instantly with thrustlever IDLE together with AUTO IGNITION advisory message N2: swift and even rise Fuel Flow: instantly with thrustlever IDLE together with AUTO IGNITION advisory message, steady rise in increments of 5 KPH Oil Pressure: steady rise after starter engagement, reaching green values at 20 % N2 Starter Cutout: at 50 - 51 % N2 A RL cycle from starter engagement to cutout takes appr. 35 seconds.
  16. Incorrect state AS CRJ - Engine Start.mp4 ITT: rise starting only at 34 % N2: rise overall too slow, with a flattening from 19 - 22 % Fuel Flow: at 20 % N2 initially 15 KPH, jumping to a permanent value of 200 KPH at 22 % N2 Oil Pressure: rise overall too slow, reaching green values only at 46 % N2 Starter Cutout: too late at 55 % N2 This all sums up to 60 seconds from starter engagement to starter cutout at 55 % N2 (AS CRJ). In the context of a RL cycle (time from starter engagement to cutout at appr. 50 % N2) it still takes 55 seconds.
  17. Incorrect state: MAN ARM GND SPOILER DEPLOY advisory message (on ground) MAN DISARM GLD NOT ARMED caution message Correct state: MAN ARM GLD MAN ARM advisory message GND SPOILER DEPLOY advisory message (on ground) MAN DISARM GLD MAN DISARM status message
  18. This info is not exactly correct, I am afraid. PRI Mode is the only mode that can be activated with the ACT pushbutton. All other modes are either armed or activated by using the ENTER pushbutton.
  19. Have you tried using the other FMS CDU? However, this would only be a workaround, since it does not happen IRL. Never say something like that in this forum unless you want to get in serious trouble 😉
  20. I am well aware that there are other ways to accomplish this, but the OP was referring to a specific functionality of the FMS that is not modelled.
  21. It has something to do with the length of the runways 🙂
  22. @CoffeeClay FYI, the problem could have been triggered when you deleted the DISCONTINUITY. The FMS of the AS CRJ creates a "bad course line" or "ghost waypoint" when deleting the last entry of a route. It is not a specific waypoint but a course line to nowhere - in your case 359° and 3239 NM (see your video at 2:44). This is a bug that I have already reported to the AS Reps with this thread. In my experience, such a ghost waypoint has a corrupting effect on all subsequent entries.
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