Hand flying with FD
-
Does anyone have any tips for hand flying the RJ using the flight directors? I feel that the way they work is a bit different then a modern system, so im not always sure when to start the turn when i am getting close to a waypoint in order to make a smooth turn to the next one. The FD i am assuming keeps pointing you at the current one until the FMS switches over to the next one.
Is the correct way to just fly the needles until you pass the waypoint and then initiate the turn and intercept the heading to the next one, or to begin the turn early and try to intercept onto the path to the next one as it switches over?
For example is there a distance i should begin to start my turn prior to the current waypoint in order to still have the FMS acknowledge reaching it and command the next one but not have to wait till i overflew it before changing heading (unless ofcourse its an overfly waypoint)
Any advice or thoughts are appreciated :)
-
The principal is to fly ‘tight’ into the FD bars (or x-hairs) and, although awareness of the situation was important, not to lead ahead of the FDs next command. However, some FD software/ aircraft type differed and could be lazy.
Deep down I don’t know how well theJF software has been programmed, and at times it does seem a bit slower than the real deal.
What should happen? In a perfect world any turn of track should be correctly identified and commanded. A small change of track should be less than a rate 1 turn - perhaps just 10* bank, while a larger change require up to rate 1 - but usually limited to 25* and never more than 30* bank.
I suggest watching how the AP is doing the job. That will give clue to how good the JF software is doing.
There are some design features of an HSI that can prove helpful in manual flight - you may have to google HSI to see the ‘features’… When established on a closing heading for a VOR/LNAV/LLZ the lubber line is designed to assist the start and following closure onto the course. It you wait until the course bar is about to ‘reach’ the bottom of the lubber line and then bank sufficiently to maintain the head of the course bar and bottom of the lubber line together, then you will close nicely onto the required course - but remember to stop on a heading that you thing will offset the drift! Note, if you are close to a beacon overhead this trick doesn’t work - in which case you will have to anticipate the start of any turn and will depend upon awareness of your height above a VOR/DME v an LNAV distance to the turning point. Typically a turn could require 2-3 miles to to complete depending upon speed/track change.
-
Thank you! So for the HSI portion we would essentially do what we would do while navigating over the cone of silence or whatever its officially called over the VOR to intercept the next course. I will try to pay attention to how the FD responds when you pass the GPS waypoint and maybe initially try to use 2-3 miles you mentioned to see if that may work. Ill also watch the AP and see if its turning prior to crossing the waypoint or if its secretely drawing an arc like a modern airliner and see if i can do that too or even if it does or not.