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  • commandes PA du Rj 70

    Salut à tous
    J'utilise cet avion le RJ 70 que je trouve bien, mais je n'ai pas trop compris certaines commandes du PA.
    THR ?
    WLV ?
    BC ?
    Merci de votre aide
    Cassecou
    MacBook Pro 16 Pro M1 Max 32Go X- Plane 12. TCA officer pack Airbus edition A321 Toliss A321NEO

  • #2
    Je sais j'aurais pu faire plus court mais là j'suis trop occupé...a+

    One of the most-often asked questions in X-Plane is the same as one of
    the most often-asked questions
    in real planes: HOW DO I WORK THE AUTOPILOT?

    Well, for X-Plane, here is the answer:

    First of all, here are the autopilot functions available in X-Plane
    (all of these can be chosen for
    your panel in the Panel-Editor in Plane-Maker... they are all in the
    "autopilot" folder of instruments)

    WLV : WING-LEVELER: This will simply hold the wings level while you
    figure out what to do next.
    HDG : HEADING HOLD. This will simply follow the heading bug on the HSI
    or Direction Gyro.

    V/S : This will hold a constant VERTICAL SPEED by pitching the aircraft
    nose up or down.
    HOLD: This will hold the current or pre-selected ALTITUDE by pitching
    the nose up or down.
    SPD : This will hold the pre-selected AIRSPEED by pitching the nose up
    or down. (leaving throttle alone)
    PTCH: Pitch-Sync: Use this to cause the plane to hold it's nose at a
    constant pitch attitude. Commonly used
    in King-Airs to just hold the nose somewhere until the pilot decides
    what to do next.

    ATHR: This will hold the pre-selected AIRSPEED by adding or taking away
    engine thrust.
    FLCH: Level-Change: This will use THROTTLE to go to a new altitude,
    just adding or taking a way a bit of power
    to change altitude. Commonly used by airliners to change from one hi
    altitude to another in cruise.

    LNAV: Lateral Navigation. This will fly a VOR or ILS radial, or to a
    GPS destination.
    VNAV: Vertical Navigation: This will fly the glideslope portion of the
    ILS.

    BC: Every ILS on the planet has a LITTLE-KNOWN SECOND LOCALIZER THAT
    GOES IN THE OPPOSITE DIRECTION AS THE
    INBOUND LOCALIZER. THIS IS USED FOR THE MISSED APPROACH, ALLOWING YOU
    TO CONTINUE FLYING ALONG THE
    EXTENDED CENTERLINE OF THE RUNWAY, EVEN AFTER PASSING OVER AND BEYOND
    THE RUNWAY. To save money, some
    airports will NOT bother to install a new ILS at the airport to land on
    the same runway going the other direction,
    but instead let you fly this second localizer BACKWARDS to come into
    the runway from the opposite direction of the regular ILS!
    This is called a BACK COURSE ILS.
    Using the SAME ILS in BOTH directions has it's advantage (it's cheaper)
    but a drawback: The needle deflection
    on your instruments is BACKWARDS when going the WRONG WAY ON THE ILS!
    Hit the BC (back coourse) autopilot button if you are doing this.
    It causes the autopilot to realize that the needle deflection is
    BACKWARDS, and still fly the approach.



    OK, now you know what the various options are... how do you use them?


    WING-LEVELER AND PITCH SYNC:
    Just hit them and they hold wings level and pitch-attitude at the
    current pitch.


    HEADING, VERTICAL SPEED, SPEED-HOLD, AUTO-THROTTLE:
    Just hit them and they will hold whatever values are entered into the
    selectors.


    FLIGHT-LEVEL-CHANGE:
    You must be established with ALTITUDE HOLD AND AUTOTHROTTLE, holding a
    constant altitude and constant speed.
    Dial in the new altitude and hit the FLCH button and the plane will add
    or subtract power to climb or descend.


    ATITUDE HOLD:
    Just hit it and it will hold whatever value is entered into the
    selector.

    Note: If you do not have an altitude SELECTOR instrument, then the
    autopilot will simply
    hold the CURRENT altitude.

    Note: You must FIRST ENTER THE ALTITUDE IN THE SELECTOR, THEN HIT THE
    ALTITUDE HOLD BUTTON. Order matters.
    Why? Because ATC will often tell you to expect a new altitude in 10
    minutes,
    so you want to be able to dial the expected altitude into the autopilot
    in advance, even though you aren't allowed
    to actually climb or descend yet. Thus, FIRST enter the desired
    altitude. Then, whenever you like, hit the ALT button
    to go to that altitude. Then enter a NEW altitude... the plane will not
    go there until you toggle the ALT button again!


    LNAV and VNAV:
    These are the ones nobody can figure out.
    Here is how they work:
    They must obviously be able to fly either NAV-signal 1, NAV-signal-2,
    or GPS.
    But how do they know which of those 3 signals to use?
    The answer is the button labelled "NAV-1 NAV-2 FMC/CDU", (with filename
    "but_HSI_12GPS" in the HSI folder).
    This button, based on it's position, will cause THE HSI AND THE
    AUTOPILOT to be based on either Nav-1, Nav-2,
    or the Flight Management Com****r (which gets it's signal from the GPS).

    If you put this button to Nav-1, then the the HSI will show deflections
    from the Nav-1 radio, and the autopilot
    will fly VOR or ILS signals from the Nav-1 radio if you hit the LNAV or
    VNAV buttons.

    If you put this button to Nav-2, then the the HSI will show deflections
    from the Nav-2 radio, and the autopilot
    will fly VOR or ILS signals from the Nav-2 radio if you hit the LNAV or
    VNAV buttons.

    If you put this button to FMC/CDU, then the the HSI will show
    deflections from the GPS, and the autopilot
    will fly to the GPS destination if you hit the LNAV button. Rememebr
    that if you enter destinations into the FMS,
    they will automatically feed into the GPS, so the autopilot will follow
    them if you select LNAV.

    So now that you know how to send the right signal (Nav-1, Nav-2, or
    GPS) to the autopilot for LNAV and VNAV
    (lateral and vertical navigation), how do you USE those modes?

    Here is the answer:

    LNAV: Lateral navigation will immediately start going to a GPS
    destination or VOR radial, and will track an ILS
    localizaer needle ONLY AFTER THE NEEDLE HAS COME OFF OF FULL-SCALE
    DEFLECTION! This means that if you have a full-scale
    ILS needle deflection (simply because you have not yet gotten to the
    localizer) the LNAV mode will simply go into ARMED
    (yellow) mode, and NOT DO ANYTHING AT ALL WITH THE PLANE! Your current
    HEADING or WING-LEVEL mode (if engaged) will remain
    in force (or you can hand-fly) UNTIL THE LOCALIZER NEEDLE STARTS TO
    MOVE IN TO THE CENTER. Once that happens, the LNAV
    will suddenly go from ARMED (yellow) to ACTIVE, and start actually
    flying the plane for you, dis-engaging any previous modes.
    Why is this? Because you will typically fly HEADING mode until you GET
    TO THE LOCALIZER, and as soon as the localizer needle comes
    in, you want the autopilot to forget about heading and start flying the
    localizer down to the runway. Or you simply hand-fly the
    plane to the localizer, with no autopilot mode on at all, and you want
    the autopilot to take over once the ILS needle starts to
    come in, indicating you are entering the localizer.

    VNAV: Just like the lateral nav, the vertical nav WILL NOT DO ANYTHING
    UNTIL THE GLIDELSOP NEEDLE starts to move... though unlike
    with LNAV, the VNAV needle won't do anything until the glidelsope
    needle goes ALL THE WAY THRU THE CENTER POSITION.
    Why? Because you typically have the airplane on ALTITUDE HOLD until you
    intercept the glideslope, at which point the plane should
    stop holding altitude altitude and start flying down to the runway. In
    other words, the VNAV mode will automatically
    go from ARMED to ACTIVE once the plane hits the CENTER of the
    glideslope.

    So how do you USE these systems to fly an ILS?

    WHile still far away from the ILS, and BELOW glideslope:

    ->Enter an ALTITUDE in the ALTITUDE window to hold until you intercept
    the ILS.
    ->Hit the altitude HOLD button to hold it.

    ->Enter an HEADING in the HEADING window to hold until you intercept
    the ILS.
    ->Hit the HEADING HOLD button to hold it.

    ->Hit the LNAV button. It will ARM (yellow)
    ->Hit the VNAV button. It will ARM (yellow)

    Now, as soon as you intercept the localizer:
    ->the LNAV will go from yellow to green, abandoning the HEADING mode
    and fliying the localizer.

    Now, as soon as you intercept the CENTER of the glideslope:
    ->the VNAV will go from yellow to green, abandoning the ALTITUDE HOLD
    mode and fliying the glidelsope.

    The autopilot will then track yuo right down to the runway, and even
    flare at the end, cutting power if autothrottle is engaged.

    Just as in a real airplane, these things only work well if you
    intercept the loclalizer far away (OUTSIDE the Outer Marker) and
    BELOW the glideslope, intercepting the localizer at less than a
    30-degree angle, and holding altitude when you intercept the
    glideslope. If you are above the glideslope, or crossing the localizer
    at a wide angle, or intercept the localizer too close in
    to the airport, the autopilot will not be able to manuever the airplane
    for landing, as I have found out many times in X-Plane,
    and several times in my Cirrus.

    austin

    Commentaire


    • #3
      [quote="Rtx92"]Je sais j'aurais pu faire plus court mais là j'suis trop occupé...a+
      Merci je m'en vais décorticer tout ça
      Amicalement
      Cassecou
      MacBook Pro 16 Pro M1 Max 32Go X- Plane 12. TCA officer pack Airbus edition A321 Toliss A321NEO

      Commentaire


      • #4
        Yop,

        ca a déjà été abordé dans le forum, et en français si ca peut aider...

        ++

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