Trans States
01-09-2015, 10:19 PM
#6611
Thuggin it out
Joined APC: Aug 2006
Position: Rollin' Down tha 405
Posts: 2,571
Saving fuel = Priority #1
-United
-United
01-10-2015, 05:30 AM
#6613
Gets Weekends Off
Joined APC: Jun 2008
Posts: 2,935
I like the fms glideslope. It tells you how many feet per minute you need to descend. It also tells you how high you are above/below the glideslope you are.
01-10-2015, 09:24 AM
#6614
Gets Weekends Off
Joined APC: Sep 2009
Posts: 121
Accepted position. I'm still on the hunt for a PDF of the contract.
Speed
Speed
01-10-2015, 10:58 AM
#6615
Gets Weekends Off
Joined APC: Feb 2011
Posts: 399
If so, the CRJ200 doesnt have that feature. All you can do is tell the FMS what altitude for certain fixes and it will give you a FPM required to hit the fix. Im sure the ERJ does the same, just gives you a read out of FPM required, but its up to you to spin the V/S knob.
Out of the 3 transport category aircraft Ive flown, only the Dash has had actual VNAV, and its pretty incredible. RNAV approaches become ILS approaches for the most part.
01-10-2015, 04:45 PM
#6616
Gets Weekends Off
Joined APC: Jul 2007
Posts: 582
Are you asking specifically if you can push "VNAV" and the aircraft will descend on its own according to whats set up in the FMS?
If so, the CRJ200 doesnt have that feature. All you can do is tell the FMS what altitude for certain fixes and it will give you a FPM required to hit the fix. Im sure the ERJ does the same, just gives you a read out of FPM required, but its up to you to spin the V/S knob.
Out of the 3 transport category aircraft Ive flown, only the Dash has had actual VNAV, and its pretty incredible. RNAV approaches become ILS approaches for the most part.
If so, the CRJ200 doesnt have that feature. All you can do is tell the FMS what altitude for certain fixes and it will give you a FPM required to hit the fix. Im sure the ERJ does the same, just gives you a read out of FPM required, but its up to you to spin the V/S knob.
Out of the 3 transport category aircraft Ive flown, only the Dash has had actual VNAV, and its pretty incredible. RNAV approaches become ILS approaches for the most part.
if you programmed it correctly, you didn't need to touch the Thrust Levers or Control Column from after Rotate till landing in the Flare.
It will make speeds (under most conditions) and Altitudes as programmed in the FMS ( it will even arrest the descent and slow down before going below 10,000 if you're above 250, again if you're not in manual speeds)
so...we'll see how the 145 left seat thing plays out
01-10-2015, 05:54 PM
#6617
Gets Weekends Off
Joined APC: Sep 2014
Posts: 504
I have not flown the 145 yet but I'm coming form the E175...which was the only thing nice about RAH...everything else was just a bit better than getting AIDS
if you programmed it correctly, you didn't need to touch the Thrust Levers or Control Column from after Rotate till landing in the Flare.
It will make speeds (under most conditions) and Altitudes as programmed in the FMS ( it will even arrest the descent and slow down before going below 10,000 if you're above 250, again if you're not in manual speeds)
so...we'll see how the 145 left seat thing plays out
if you programmed it correctly, you didn't need to touch the Thrust Levers or Control Column from after Rotate till landing in the Flare.
It will make speeds (under most conditions) and Altitudes as programmed in the FMS ( it will even arrest the descent and slow down before going below 10,000 if you're above 250, again if you're not in manual speeds)
so...we'll see how the 145 left seat thing plays out
01-10-2015, 06:46 PM
#6618
2 days off
Joined APC: Jun 2009
Position: Embraer Systems Analyst
Posts: 1,853
I have not flown the 145 yet but I'm coming form the E175...which was the only thing nice about RAH...everything else was just a bit better than getting AIDS
if you programmed it correctly, you didn't need to touch the Thrust Levers or Control Column from after Rotate till landing in the Flare.
It will make speeds (under most conditions) and Altitudes as programmed in the FMS ( it will even arrest the descent and slow down before going below 10,000 if you're above 250, again if you're not in manual speeds)
so...we'll see how the 145 left seat thing plays out
if you programmed it correctly, you didn't need to touch the Thrust Levers or Control Column from after Rotate till landing in the Flare.
It will make speeds (under most conditions) and Altitudes as programmed in the FMS ( it will even arrest the descent and slow down before going below 10,000 if you're above 250, again if you're not in manual speeds)
so...we'll see how the 145 left seat thing plays out
01-10-2015, 11:19 PM
#6620
Gets Weekends Off
Joined APC: Jun 2008
Posts: 2,935
I have not flown the 145 yet but I'm coming form the E175...which was the only thing nice about RAH...everything else was just a bit better than getting AIDS
if you programmed it correctly, you didn't need to touch the Thrust Levers or Control Column from after Rotate till landing in the Flare.
It will make speeds (under most conditions) and Altitudes as programmed in the FMS ( it will even arrest the descent and slow down before going below 10,000 if you're above 250, again if you're not in manual speeds)
so...we'll see how the 145 left seat thing plays out
if you programmed it correctly, you didn't need to touch the Thrust Levers or Control Column from after Rotate till landing in the Flare.
It will make speeds (under most conditions) and Altitudes as programmed in the FMS ( it will even arrest the descent and slow down before going below 10,000 if you're above 250, again if you're not in manual speeds)
so...we'll see how the 145 left seat thing plays out
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