Post by CoolP on Mar 7th, 2011 at 11:34pm
Hey, guys, I've just received the approval for attaching those mentioned panel.cfg files to my tutorial post.
So if you don't want to go through all the manual steps for installation, just load that small package and pick the right cfg file. Just surf to page 1 of this thread and look for the "edited" box there. :)
The all work for the corresponding variants if version 1.3 of the 707 is installed.
Sanal, seems like you are getting really interested in the Civa INS. :)
First of all, you are right with your assumption, you will always have to update the INS because it's always losing its accuracy when the plane moves or shakes (which happens all the time after getting off the Gates).
So every time you don't update, accuracy slowly goes down (seems to depend on the actual shaking or course corrections made), while the opposite happens when you tune and set up a DME station for the update. So, in theory, you could tune one VOR when 200nm out, leave it there, overfly it and leave for another 200nm, getting 400nm of range and low workload.
So the best time to start updating is at the Gates. Choose the nearest DME VOR station, tune it, enter the coordinates and start updating just before engine start or taxi, so you are free for the next 100+nm if you like, and the units stay aligned.
For the update itself, you need some DME VOR in range, not necessarily one which is on your route, but in reception range which gives you around 200nm of possible radius. With two CDUs, you should chose one VOR which is on your route (you will overfly it) and one with an offset. You will see that the accuracy index then stays well within limits.
The green "Nav" light shows you that an accurate navigation is possible, which leads to an index of "5" as worst one, while "0" is best. Value 6 (which is too high) corresponds to 0.5 NM of error for example.
When you are using the Civa gauges together with the Update Flags, you will see if an update is in progress or not. You can see it on the CDUs too, but these flags are easier to read. If not, one has to check the error source there as this means that his units are losing accuracy now, instead of gaining it.
Here's what the OperationsManual states about updating.
Quote:
So, as you see, there's no need to plan your flights from VOR to VOR. I'm using my Civa equipped planes on all standard routes in US and European Airspace for example. So they mainly consist of Intersections, like they would do on the FMC aircraft. DME Updates take place when the workload allows it, so the final descent or the initial climb are not distracted by this procedure.
So if you don't want to go through all the manual steps for installation, just load that small package and pick the right cfg file. Just surf to page 1 of this thread and look for the "edited" box there. :)
The all work for the corresponding variants if version 1.3 of the 707 is installed.
Sanal, seems like you are getting really interested in the Civa INS. :)
First of all, you are right with your assumption, you will always have to update the INS because it's always losing its accuracy when the plane moves or shakes (which happens all the time after getting off the Gates).
So every time you don't update, accuracy slowly goes down (seems to depend on the actual shaking or course corrections made), while the opposite happens when you tune and set up a DME station for the update. So, in theory, you could tune one VOR when 200nm out, leave it there, overfly it and leave for another 200nm, getting 400nm of range and low workload.
So the best time to start updating is at the Gates. Choose the nearest DME VOR station, tune it, enter the coordinates and start updating just before engine start or taxi, so you are free for the next 100+nm if you like, and the units stay aligned.
For the update itself, you need some DME VOR in range, not necessarily one which is on your route, but in reception range which gives you around 200nm of possible radius. With two CDUs, you should chose one VOR which is on your route (you will overfly it) and one with an offset. You will see that the accuracy index then stays well within limits.
The green "Nav" light shows you that an accurate navigation is possible, which leads to an index of "5" as worst one, while "0" is best. Value 6 (which is too high) corresponds to 0.5 NM of error for example.
When you are using the Civa gauges together with the Update Flags, you will see if an update is in progress or not. You can see it on the CDUs too, but these flags are easier to read. If not, one has to check the error source there as this means that his units are losing accuracy now, instead of gaining it.
Here's what the OperationsManual states about updating.
Quote:
| 3 DME POSITION UPDATING The INS positions may be updated by a single or dual DME (Distance Measuring Equipment). Optimum single updating may be obtained selecting a DME station “off track”, at least 15 NM off the intended track, and within 200NM of range. Optimum dual DME updating is obtained tuning a second DME along track. INS 3 does not require DME data insertion, since the INS 3 receives DME updating from INS1 and/or INS2. Tuning both VHF NAV on the same frequency will not improve the single DME updating both in efficiency and velocity. |
So, as you see, there's no need to plan your flights from VOR to VOR. I'm using my Civa equipped planes on all standard routes in US and European Airspace for example. So they mainly consist of Intersections, like they would do on the FMC aircraft. DME Updates take place when the workload allows it, so the final descent or the initial climb are not distracted by this procedure.