Jump to content


CRJ Forum Moderator
  • Content Count

  • Joined

  • Last visited

  • Days Won


JRBarrett last won the day on June 15

JRBarrett had the most liked content!

Community Reputation

612 Excellent

About JRBarrett

  • Rank
    Privat Pilot - ME/IR

Recent Profile Visitors

2618 profile views
  1. “Undercutting” turns is not itself a bug - especially at high altitude. The real CRJ autopilot is limited to a single fixed bank angle of 12.5 degrees above 31600 feet, and with a sharp course change coupled with high airspeed, the real autopilot can begin a course change as much as 11 miles before reaching a waypoint. What is not correct however, is the “hunting” behavior that sometimes occurs when the aircraft is trying to get established on the new outbound leg. I have sent Hans some info from the actual CRJ autopilot system manual on how the real aircraft handles the intercept of the new l
  2. It is definitely on the “to do” list. The indication of required descent rate is shown on the caret on the VS gauge once advisory VNAV activates, so I assume whatever is driving that indication can also be shown in text form - but since I am not a developer, I can’t say how easy or difficult it may be to add it to the MFD VNAV display.
  3. There does indeed seem to be an intermittent bug where the FD horizontal bar sometimes freezes, which apparently can be resolved by re-selecting APP a second time. (I posted that to our bug tracker). But, in general, the FD bar does not directly indicate glideslope deviation, but rather, the pitch angle you need for your current airspeed and flap configuration. It’s also important to always check the FMA (flight mode annunciation) in the upper left corner of the PFD to see what is driving the horizontal and vertical bars of the FD. The default on the ground (when no specific mode is selected)
  4. Rotate the “format” knob to put the MFD into PLAN mode. (It is the outer ring of the knob you use to zoom). Then, press the MFD ADV key on the FMS. This will bring up a menu with two prompts that allow you to step through each waypoint of your flightplan from beginning to end, (or back). The zoom control is also active in PLAN mode.
  5. Yes, that is one problem with an aircraft that has AHRS rather than IRS (which can independently navigate). Depending on the AHRS model and FMS configuration, it should switch to DME/DME position updating if GPS is lost, but if that does not work, or is not configured, the FMS position (and map display) become worthless pretty quickly, and going to raw data is the only solution. We had one of our AHRS-equipped CRJ-200s on jacks for about three hours with electric power applied while troubleshooting a gear indication issue. Of course, that put the aircraft in air mode, and with no G
  6. The Navigraph MSFS nav data (the top choice on the menu shown in your screen shot), replaces the default MSFS nav data for procedures such as SIDS, STARS and approaches for use by default MSFS aircraft. It is much more complete than the default MSFS nav data in this regard, but this data is not directly used by the CRJ, which has its own FMS database. (The third option in your screen shot). However, the Navigraph MSFS nav data also sets the positions, frequencies and alignments of all VORs, NDBs, ILSs and DMEs in the simulated world, and these are used by all aircraft, including th
  7. The flight director does not show the relative position of the glideslope in relation to the airplane - it shows the pitch angle you need to use in order to descend on the glideslope at your current airspeed and flap setting. Also, the pitch angle of the airplane does not necessarily correspond to the descent angle when flying a glideslope. Depending on the specific make and model of aircraft, and flap and engine power configuration, it is possible to be descending on a 3 degree glideslope, with the nose pitched 3 degrees above horizontal. (Or anywhere in between). In your sc
  8. Do you use Navigraph beta replacement nav data for MSFS - or more to the point, did you try it at one time and then later remove it? Navigraph installs its own folder in Community, and modifies the MSFS content.xml file to tell MSFS to use the Navigraph files for navaids and procedures instead of the default MSFS nav data. Some people have “uninstalled” Navigraph by just deleting the folder from Community. The problem with doing that, is the modified content.xml still points to the (now missing) Navigraph folder, and the result is that all VORs, NDBs, Localizers and Glides
  9. I flew your example flight plan, and I agree that the aircraft is taking an excessively long time to get established on the leg from SCAPA to DANDE. I did the flight with the clear sky weather theme, to insure winds aloft was not a factor. I do not know the details of how the autopilot is coded, but am somewhat familiar with the mathematical algorithms used for doing great circle navigation. Two factors that might make this particular leg problematical are the length of the leg from SCAPA to DANDE (242 miles) and the relatively southern latitude of the two waypoints (approx 15 and
  10. I flew this route and saw no major problems. On the DEGES2W departure from runway 28 at LSZH it is essential to keep your speed below 210 knots (as annotated on the chart) when making the course reversal turn at ZH552 back to KLO in order to complete the turn before arriving at the VOR. This would require keeping the slats deployed until on course to KLO. Also, be aware that DEGES is a mandatory overfly waypoint, (the waypoint on the chart has a circle around it), meaning that legally, the aircraft has to fly directly over and past DEGES before it can begin the turn to your first enroute waypo
  11. So, I manually moved the FSUIPC LVAR module out of the Community folder. Since I don’t have the add-on linker that is the only way to emulate what it does. But, when running the CRJ and FSUIPC together, no crash or other problem. The only difference is that the LVAR module no longer appears as a selectable option under the FSUIPC “add-on” drop down menu.
  12. The cowl AI uses a relatively small amount of bleed air in the real airplane compared to the wings. I will ask the developers to look at how it is coded.
  13. The CRJ-200 is the only aircraft in the CRJ series that has an option for autothrottles. The FADEC engines on the 550/700/900/1000 are not compatible.
  • Create New...