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KuntaKinte

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Everything posted by KuntaKinte

  1. 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.
  2. @SinusJayCee Could you do me a favour and make a video of that same approach?
  3. 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.
  4. 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.
  5. 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.
  6. Finally, I managed to track down some bugs in the FMS and found a way to make them occur reproducibly. Some of them may have been reported already. The current bug is causing some waypoints which have been entered on the FPLN to not show up. Once this happens you can not continue adding waypoints properly. 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 Result: BURAM does not show up on the FPLN page. However, it is stored in the FMS, which can be seen on the LEGS page (compare with FMS 2). From this point on waypoints can no longer be added properly on the FPLN page as each additional waypoint will also be invisible - yet stored in the FMS. Even worse: On the LEGS page all waypoints are added before BURAM and in addition in an inverted sequence (last waypoint on top). Workaround: To make BURAM appear on the FPLN page, put DELETE on LSK2L. Now you can continue adding waypoints. ⦁ Enter waypoint BOMBI and EXEcute ⦁ Enter waypoint MAG and EXEcute Result: Same problem as above: MAG does not show up. Put DELETE on LSK4L to make it appear in the FPLN route list. ⦁ Enter waypoint HLZ and EXEcute ⦁ Enter waypoint GMH and EXEcute Result: Yet another invisible waypoint on the FPLN page ... Proceed as before. In this setup it seems to happen with every 2nd waypoint. I tested the routing only this far.
  7. For altitude-based approaches (Non-precision up to ILS CATI): "MINIMUMS" at minimum. For low visibility (CATII, CATIIIa): "APPROACHING MINIMUMS" at 100 ft above DH and "MINIMUMS" at minimum.
  8. Just to be clear: When you turn on the BATTERY MASTER switch (overhead panel, top left) nothing happens?
  9. We are talking about two different things: The NAV-to-NAV transfer autotunes the ILS frequency regardless of the AUTO/MAN setting on the RADIO page (see section below). IRL the following preconditions must be met: The a/c is within the terminal area of the destination airport A localizer based approach (i.e. ILS, LOC, BC) is entered into the active flightplan FMS (white needles) is navigation source on both sides The AS CRJ does not do that correctly, because NAV-to-NAV transfer even takes place with NAV source VOR (green needles). Other bugs with this function: NAV-to-NAV transfer happens too fast: The message LOC WILL BE TUNED has to appear 30 sec. before frequency change when the NAV frequency is changed after NAV-to-NAV transfer or the transfer is not possible for any reason there should be a message CHECK LOC TUNING The AUTO/MAN toggles wether or not the FMS can independently tune VOR and DME stations for position calculating enroute. It was important with the older FMS versions, now we don't do it anymore. Anyway, the selector reverts to MAN as soon as you tune an active NAV frequency. This also happens with the NAV-to-NAV function, because the FMS always tunes the ILS frequency according to the approach you entered in the flightplan.
  10. Just checked my documentation again and can confirm that IRL it is possible to fly FMS RNAV as well as VOR approaches with APPR mode. I don't know about the VNAV mode, since the CRJ at my company do not have it - additionally, we fly all Non-precision aproaches only with NAV mode and V/S. But as mentioned above APPR is also possible with the real a/c. As for the AS CRJ: A while ago I tried to track a VOR with APPR mode and it didn't work either. So, this function does not seem to be implemented. .
  11. I have to correct one statement: Apparently, APP mode can also be used for VOR approaches. However, at my company we only use NAV mode for that. And if I remember correctly, it does not work in the AS CRJ.
  12. APP mode is used only for ILS approaches. You should fly this (Non-precision) approach with FMS as NAV source and with NAV mode and V/S. You should arrange descent according to the advisory VNAV (snowflake) and the vertical profile on the approach plate. AFAIK, approaches with complex RF legs like the RNP 19 into KDCA are developed e.g. for airports where limiting obstacles exist that have to be avoided laterally. For this reason a higher navigational accuracy is required, which can be achieved with RPN AR procedures. I assume you will find a corresponding remark on the approach plate stating "Special Aircraft & Crew Authorization Required". RNP AR approaches require a Total System Error as low as +/- 0.1 NM on any segment of the approach procedure. As you can see from the Operational Approval above, the CRJ does not meet this requirement (lowest value for RNP approaches: 0.3).
  13. At my company we are flying RNP departures and approaches regularly with the CRJ900 since 2017. One example is EDDF, MARUN2W (RW25C) and RNP Z 25C. The departure consists of two RF legs, while the RNP Z has one RF turn to final. However, it's correct that the FMS is not approved for Aircrew Authorization Required (AR) approaches. I attached an excerpt of the FMS 4200 Operational Approvals. I talked about this with JRBarrett a few days ago and he wanted forward it to the devs.
  14. The left SHIFT button, to be precise. At least for me ...
  15. Setup for both RTU: First tune ALF as active frequency, then push the DME-H button (right side of the RTU). You will see the frequency appearing in the middle of the screen with a yellow "H" appended (to delete it lateron, just push the button again). Now you can tune the ILS as active frequency. For a complete setup you should also tune HAM as preselected frequency, because you might need it in case of a go-around. Concerning DME requirements of approach procedures: My company uses LIDO charts. They have a "Designator Box" where you can easily see, if the DME distance is independent from the localizer frequency or not. Two examples: When you look at the Designator Box "ILS or LOC ...", you see the letter "D" in front of the frequency. This tells you that the DME distance is linked to the localizer frequency. No other station is necessary for the approach - unless the DME portion fails. In that case ALF is a backup. The waypoints/fixes on the map and the vertical profile show both distances (IHHS, ALF). The ILS/LOC 23 does not have a linked DME - which is obvious, because of the missing letter "D". So, in this case ALF has to be in DME-H as stated at the beginning. FMS distance: It could very well be a bug within the FMS. Unfortunately, the AS CRJ does have several - some of them have already been reported. If you clean-up the FMS it should always recalculate and show the correct remaining distance. On the other hand, the FMS can only be as precise as the data you provide. E. g. when you program a STAR with a surplus of 60 NM you should always have an alternate means of distance measuring (direct distance to airport, threshold etc.) and arrange your descent according to both values. If the controller cancels the STAR and clears you direct 10 NM final, you will be prepared ... EDDM with its butcher hook arrivals is a good example for that. As a rule of thumb, your descent should be planned so as to reach 10.000 ft AGL at a distance of 30 NM from the airport with a speed of 250 KIAS. Just enter the airport name on the FIX INFO page of the FMS and create a 30 NM circle around it (DIS CROSS).
  16. Sure, but please be advised that since this is more a discussion related topic it rather belongs in the GENERAL DISCUSSION section. At high pitch attitude the fuel gauging becomes inaccurate. This could lead to an undesired onset of automatic fuel crossflow operation. Therefore, the automatic powered crossflow is inhibited before take-off and enabled after initial climb.
  17. KuntaKinte

    DME-H

    This is a bug. Issue: With both RTU on different DME-H, the lastly selected DME-H "overwrites" the distance value on the offside PFD. In addition, even when this last added DME-H is disabled again, the wrong distance value on the offside PFD persists.
  18. That's just one of the various MFD display formats. You can change it with the outer knob of the FORMAT/RANGE selector on the EFIS Display Control Panel.
  19. No, sorry. But concerning your problem with the autopilot not engaging: Did you activate the yaw dampers?
  20. The FD buttons do not have any lights. They toggle the FD on the PFD.
  21. Somebody reported this to be solved for him after he saved lower quality settings in the graphics menu and then reverted to his original settings.
  22. Could someone of the AS representatives please acknowledge that the findings pointed out above are on the tracking list?
  23. Since this topic requires support, I would appreciate this thread to be moved to the "Systems" section.
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