VNAV, Descend Via and Embray'ers

crazyjaydawg said:
Actually this is because the uncoupled side has an altitude that is off by more than 80 feet. The altimeters are within RVSM limits, but they're far enough off that the uncoupled box is constantly recalculating a new descent profile. That top of descent is within a minute of your current position (because you're damn close in altitude) but it's just far enough off that I gives you that warning chime that the uncoupled FMS wants to start down in less than 1 minute.

They only way to settle this is to unpair the FMSs (not an authorized procedure) or just write up the altimeters on the ground and have them re calibrated.

Btw cross checking altimeters upon leveling in RVSM and writing it down is a requirement. It could be rather eye-opening sometimes. Those Delta birds are getting old and cranky.
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None of that is in my manual, and it probably should be.

#newkidsontheblockwithanewjet
 
Are there any manuals, beyond the Boeing and Airbus ones that actually cover that level of detail? I didn't ever find one in the CRJ and the bastard Boeing I fly now certainly doesn't have anything.
 
BobDDuck said:
Are there any manuals, beyond the Boeing and Airbus ones that actually cover that level of detail? I didn't ever find one in the CRJ and the bastard Boeing I fly now certainly doesn't have anything.
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There's actually an excellent FMS manual for your current plane that goes into great detail. I'll see if I can find it later.
 
ATN_Pilot said:
There's actually an excellent FMS manual for your current plane that goes into great detail. I'll see if I can find it later.
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We have an FMS manual. It does ok in explaining things mostly.

Do you know how to make a fly over fix? In the CRJ you'd do XXX/0. Nobody knows how to do it with the Honeywell though.

And I meant more related to systems stuff being lacking.
 
BobDDuck said:
Are there any manuals, beyond the Boeing and Airbus ones that actually cover that level of detail? I didn't ever find one in the CRJ and the bastard Boeing I fly now certainly doesn't have anything.
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It seems like every year our CRJ OM gets skinnier. At least the systems part does.

I had a FA ask my a question about a door. I wanted some documentation to show her. All I could show her is "yes, we have doors."
 
BobDDuck said:
We have an FMS manual. It does ok in explaining things mostly.

Do you know how to make a fly over fix? In the CRJ you'd do XXX/0. Nobody knows how to do it with the Honeywell though.

And I meant more related to systems stuff being lacking.
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Even I know how to do that... (as Kingairer said, NAV PATTERNS FLYOVER.)

Screaming_Emu said:
It seems like every year our CRJ OM gets skinnier. At least the systems part does.

I had a FA ask my a question about a door. I wanted some documentation to show her. All I could show her is "yes, we have doors."
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Volume II of our maintenance manual is arguably the Volume II they should have handed us in ground school, although I do understand why they gave us the depth they gave us because, arguably, if you can't control it from the flight deck, there's no point in you knowing about it. (You don't need to know where a certain SSPC is on a certain SPDA to pass your type ride, but every once in a while that information is actually handy, like when you're sitting there with a sick airplane and two mechanics who have never seen it before.)
 
BobDDuck said:
Are there any manuals, beyond the Boeing and Airbus ones that actually cover that level of detail? I didn't ever find one in the CRJ and the bastard Boeing I fly now certainly doesn't have anything.
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The Primus EPIC actually has a manual that'll put you right to sleep and MOSTLY tells you what things are and how to do them, mostly.

I'm told that if you call up Embraer and ask a question, though, the answer is either "that's proprietary" or "why do you want to know that?"
 
What's so hard about the E-180 from a systems standpoint? Either leave it running all night with the APU or shut it down and restart it a few times in the morning if there is an issue.
 
Seggy said:
What's so hard about the E-180 from a systems standpoint? Either leave it running all night with the APU or shut it down and restart it a few times in the morning if there is an issue.
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All errors and messages can be cleared that way. But you can't leave the APU running on it because they designed it without the ability to fight a fire on it's own, another design mistake.
 
Seggy said:
What's so hard about the E-180 from a systems standpoint? Either leave it running all night with the APU or shut it down and restart it a few times in the morning if there is an issue.
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um, nothing really.

That said, having flown it for six months, I can think of a handful of things I would have done differently; most of them software-related.
 
Autothrust Blue said:
um, nothing really.

That said, having flown it for six months, I can think of a handful of things I would have done differently; most of them software-related.
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I'd be impressed to see what the software is like now compared to 07 when I left.

Most issues I had with both of their airplanes were Honeywell software issues.
 
skyw82 said:
All errors and messages can be cleared that way. But you can't leave the APU running on it because they designed it without the ability to fight a fire on it's own, another design mistake.
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In some of our colder destinations we leave the APU running all night. Unfortunately there is some poor soul who needs to "monitor" the airplane while this happens.
 
skyw82 said:
All errors and messages can be cleared that way. But you can't leave the APU running on it because they designed it without the ability to fight a fire on it's own, another design mistake.
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To be fair, it shuts the fuel off automatically, but it won't blow a bottle automatically. For some reason, I like the fact that a bottle won't go and blow on its own, especially on the ground. (Working around airplanes, stuff that fires automatically isn't your friend.)

Polar742 said:
I'd be impressed to see what the software is like now compared to 07 when I left.

Most issues I had with both of their airplanes were Honeywell software issues.
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I would not have picked Microsoft Windows, to start with.
 
I'm not sure who they're building some of those 'descend via' paths for. The 757/767 would do a pretty good job as long as you didn't slip into VNV SPD without recognizing the stark difference between SPD and PTH, the Airbus is "OK" at best.

Flying primarily domestic now, I'd like to choke every controller that modifies the descend via speeds, vectors you off the arrival, puts you back on the lateral course completely out of vertical profile and speed then tells you to comply with the restrictions.

"Unable".
 
Derg said:
I'm not sure who they're building some of those 'descend via' paths for. The 757/767 would do a pretty good job as long as you didn't slip into VNV SPD without recognizing the stark difference between SPD and PTH, the Airbus is "OK" at best.

Flying primarily domestic now, I'd like to choke every controller that modifies the descend via speeds, vectors you off the arrival, puts you back on the lateral course completely out of vertical profile and speed then tells you to comply with the restrictions.

"Unable".
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Right, stand by to copy a phone number. ;)
 
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