JRBarrett
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Posts posted by JRBarrett
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Did you flip the nose wheel steering switch to “on”? In the latest version, the tiller axis will not control the nose wheel unless the switch is enabled.
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On 9/15/2021 at 3:09 AM, JetNoise said:
I can only second that @JRBarrett.
Very comprehensive and insightful and very much appreciated !!!
... I had a flight yesterday where it took 7 (seven) turns to get back on track (~80kts of winds involved, FL360) .
On the other hand i have seen a departure with an almost 180 turn (as per SID), flown almost perfect (imho) ...
Oliver
The excessive turning after a course change in the current version is by no means a “given”. Most of the time it works well. But, there are times it does not capture decisively.
The worst case scenario seems to be when there is a substantial course change at high altitude and airspeed, with a strong crosswind coming from the outside of the turn, as this tends to push the aircraft away from the new track as it is trying to capture.
Any changes to be made in this area will be thoroughly tested before being released.
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On 9/9/2021 at 5:16 AM, JetNoise said:
Dear Devs,
since 24. August this year ;-), not a single comment from you guys on this topic.
Valuable members of this forum have chimed in and i am very pleased with their comments and suggestions. Thank you all for that.
Just sayingOliver
The developers are definitely aware of this problem, and a new system for intercepting the outbound leg when the course changes at a waypoint is being implemented, based on how the real CRJ autopilot operates.
The initial part of a course change generally works exactly as it would in the real CRJ. The problem (at present) is with the last part of the course change. The actual autopilot is limited to two fixed bank angles when turning under autopilot control - either 25 or 12.5 degrees. (The sim uses 30 and 15 degrees).
Above 31,600 feet, the only available bank angle is 12.5 degrees. For this reason, the real CRJ will use a longer DTA (turn anticipation distance) than other types of airliners with a more sophisticated autopilot that can dynamically vary the bank angle in a turn.
When the autopilot is in half bank mode, the real CRJ will use a DTA of up to 11 miles prior to the waypoint if the course change is significant.
The calculation of turn anticipation is based on the airspeed, the available bank angle, and the amount of heading change required. With a bank angle of 12.5 degrees at high altitude, even a DTA of 11 miles may not be enough with a significant tailwind, and the real aircraft can overshoot the new course line in this scenario.
The main issue with the sim version at present is not overshoot but undershoot - i.e. the aircraft completes the turn before arriving at the new course, and then makes a series of “cut and try” banks to work its way onto the new course.
The actual autopilot switches from constant bank mode to FMS CDI tracking during the final part of an LNAV turn. If the aircraft has not yet arrived at the new course, the aircraft will roll level, and monitor the FMS CDI deflection and centering rate to control the point where it will make the final bank to roll out on course. This is similar to how the autopilot intercepts a localizer.
This change being incorporated into the sim CRJ, should result in a significant improvement in intercepting a new course in LNAV mode, without the constant banking seen now. Even the real CRJ may have to make one or two corrective banks once established on a new course to acquire the correct wind correction angle, but that is different than the long series of turns that currently can happen.
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On 6/6/2021 at 2:09 PM, Jannis D. said:
But a simcrash is not the solution
The “solution” is to filter all RNP approaches out of the FMS so they do not appear as selectable options on the ARR page, which is what is done in the real CRJ. We cannot currently do that because of the way the nav database is coded in the sim.
VQPR is a special case. Obviously in the sim, you can do anything you like with your aircraft, and I admit it is a fun and challenging approach - but no real CRJ could ever land there.
Even a standard Airbus A320 or 737NG cannot land at VQPR, and both of those aircraft types are fully capable of conducting most complex RNP/AR approaches.
There are only 5 individual Airbus A319s that can fly the Paro approaches - two owned by Bhutan Airlines, and three by Druk Air. All five have special FMS software and autopilot modifications specifically for the approaches at this one airport.
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11 hours ago, pilota57 said:
Sorry,
Today I do a quick test after 1.0.3 and 1.04 updates.
I try to start a new quick fly following the check list as usually.
All ok until to move the plane for taxi:
Parking brake release does not function;
Chokes removed, pumps activated but nothing to do. The parking brake lever does not move. The message in MFD blinks for half second but brakes are ON.
All the rest seems ok.
Tomorrow I will try again.
If you have suggestions I appreciate.
Bye
Go to the EFB “Aircraft” menu and remove the wheel chocks.
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5 hours ago, drumstick2345 said:
LesOReilly - Thanks for the info. I really hope Aerosoft and Navigraph can work together to find a solution on this one. But in the mean time I'll make sure not to enter any RNP approaches in the FMC.
I did go back to the airport and load the VOR and did not have any issues.
Thanks again for all the info.
Kind regards.The problem in the current version where the FMS can crash when loading a DME Arc procedure is related to crashes that can occur when RNP approaches are loaded. Both problems are fixed in the upcoming update. It is still advisable to avoid RNP approaches since the sim may not fly them correctly, but they should no longer cause the FMS to freeze.
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2 hours ago, thasos said:
i know this has been adressed and propably fixed already. I am just adding an example here were for some reason the FMC does not crash -despite having an ARC DME- but fails to follow. Maybe its helpful, i mean, the more information the better right?
The red line is the flight path recorded from the ACARS and at the "green cross" i switched to HDG mode. This is the ILS Z 21L(EGN) Approach for LGAV Athens.
This is definitely fixed in the update. All DME arcs now display on the MFD as an arc, and the aircraft follows the displayed arc very precisely.
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43 minutes ago, pilota57 said:
Ok,
new three CRJ restarts are correctly working.
One think: occasionally the action "Return to desktop" does not close MSFS, it remains in a "suspended" state and I close via CTRL-ALT-CANC >> Activity Manager and terminate MSFS.
Could be that in this way the "m..." files will be damaged ?
MahPossibly. I don’t think anyone on the test team has seen this particular problem, but I have read other reports that some users do not get a clean shutdown of MSFS when exiting the sim. I don’t know if this would cause any corruption of the “m” files, but it might cause other configuration files used by the CRJ to not save properly. For instance, there is a separate config file which stores all of the various options that can be set in the EFB - perhaps something is affecting that if MSFS does not fully shut down on exit.
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6 hours ago, pilota57 said:
Thanks @JRBarrett.
Ok I deleted the " m " files and after three CRJ loading tests it seems now it's ok: CRJ is correctly cold & dark loaded.
Now I'd like to know from CRJ Developers when and the reason the new files in Microsoft.FlightSimulator_8wekyb3d8bbwe\LocalState\packages\aerosoft-crj will be created.
As You can see in attached image there is old folder situation and actually folder situation.
Thanks for Your support.
The files are the compiled executable DLL and support files. They are created by a complier built into the sim from the base WASM files. They are created on first installation of the CRJ, or anytime the files are out of date or do not exist. That is why erasing them triggers a rebuild of the files. Since all of the core functionality of the CRJ is contained in the DLL file, if it becomes corrupted, it might lead to strange behavior or aircraft systems not working correctly.
The files are also re-created when the CRJ is updated, or when the sim itself is updated, such as when WU4 was released and again when the hotfix for WU4 was released a couple of weeks later.
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1 hour ago, pilota57 said:
Hi, thanks for attention.
Only one info: following the reset instructions and deleting the files will also reset throttle detents, joystick, pedals configs and cabin views settings ?
In any case I could take note of the actual settings.
Thank You
Those settings are stored elsewhere and should not change with a reset of the “m” files.
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I tried spawning at OPMR and LIPZ with no problems.
If the aircraft starts doing something unexpected, it would be a good idea to reset the initialization files as detailed here:
As noted, if you do this, the aircraft will take several minutes to load the first time you select it after doing the above procedure.
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1 hour ago, LederhosenCharly said:
I encountered the same issue - first of all i had to turn on anti ice at around fl250, the plane lost a lot of speed rapidly but the really weird thing is it set its trim to 15 - totally wrong trim, after that i disengaged the ap, trimmed the nose down to get some speed and at around 290 knots i engaged the ap again, the plane trimmed the plane again to 15 - the nose all the way up ... that happend also while decending ... first time that happened to me. I use the thrustmaster flight pack 16000 with pedals and i have the trim set to an axis. Next time ill unbind this trim axis and see what happens...
Do not use an axis for trim with the CRJ. That is absolutely guaranteed to cause problems. All jet aircraft use electrically operated trim actuated by switches. MSFS does provide assignable switch bindings for trim up and trim down, and most yokes for flight sim use do have a two-way rocker switch for trim.
For a similar reason, the CRJ flaps should never be assigned to an axis either, but rather to switch bindings for extend/retract flaps.
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There is a bug, discovered after release, where DME arcs are not being displayed or flown correctly. This was working very well indeed in earlier test versions, but something accidently disabled it. I believe the problem has already been fixed, and will be in the next update.
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1 hour ago, A_Pilot said:
I had this issue, and it vanished when I disabled RealLight.dll, which currently has known VRAM leaks across the multiple products that use it.
It changes the lighting in the cockpit, but since it's a 3rd party product, there isn't much that can be done by the Aerosoft gang. As far as I know, this could be due to the fact that realLight hasn't been updated for P3Dv5HF2
I’m not sure that the CRJ uses TFDI RealLight? Perhaps Hans can confirm.
The CRJ installer does appear to install TrueGlass. I disabled both dlls in the P3D /gauges folder by renaming them, because both are VRAM hogs.
One or the other dll might indeed be responsible for a drop-off in performance after an hour or two of flight. I’ve seen that reported in the LM forums by users of several different add-on aircraft.
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1 hour ago, curt1 said:
To put the issue another way, the CRJ was far better performance wise than my FSL Airbus in P3D4.5. In V5, the CRJ now lags way behind FSL. Something is chewing up frames in a major way.
This is very strange. My experience has been just the opposite. In P3D 4.5, The CRJ Pro had definite and continuous frame rate fluctuations. Not enough to make the aircraft unflyable, but noticeable.In P3D 5, the CRJ is absolutely smooth, no fluctuations at all, and certainly comparable to FSL, PMDG or other add-ons that have been released for V5. My frame rates are externally locked at 30, and the CRJ has no problem maintaining that.
My computer hardware did not change going from 4.5 to 5, other than the fact that I do update my graphics drivers on a regular basis as new versions are released by Nvidia
I know Hans is looking into the graphics drawing calls that the CRJ uses to see if there are ways to optimize things further. Obviously not every user is seeing frame rate problems, and I’m curious as to why that may be. I’m assuming that is has something to do with specific CPU/GPU combinations. My CPU is an older 4790K OC to 4.2 GHz. My GPU is a newer GTX-1080 Ti, with 11 GB.
CRJ still can't follow flight path
in General Discussion
Posted
The real CRJ would have a difficult time intercepting this localizer (or any similar ILS with close to a 90 degree intercept) if you were leave the autopilot in LNAV and expect a “perfect turn” on the localizer at LOKSA on the leg from UVINA. That will not happen.
I do not fly the CRJ, but I do work on the avionics of real CRJs and am intimately familiar with the limitations of the Proline 4 autopilot. The real aircraft absolutely will overshoot the localizer when the intercept angle is close to 90 degrees - especially if there is any tailwind. The correct procedure with this type of approach would be to go to HDG mode prior to arriving at LOKSA and manually initiate the left turn onto the localizer course while monitoring the CDI needle deflection - returning to LNAV/APP mode once established.
The problem with the SID might well be a bug - I would have to load it and see what it does. The first waypoint is a mandatory fly-over waypoint which I suspect is the source of the problem.