Again, I believe this happens because stage A and B use the same point of origin, which is your position when you turn the Doppler to MAN/AUTO.  If A is set to 45�, 275 miles, and B to 5�, 10 miles, the plane will NOT turn to 005 for 10 miles when reaching B, it will turn back towards a point that is 10 miles bearing 5� from where you were when you turned the DNS on, hence the big U-turn you experienced.

Just try this :

If you want to fly leg A 100 miles 180�, then leg B 100 miles 90� in an L pattern, DNS input should be A : 180� 100 miles, B : 135� 140 miles.

If you set up leg A 180� 100 miles and leg B 90� 140 miles on the DNS, upon reaching B, you'll find yourself turning back heading 50� something degrees to a point 140 miles East of your initial position.

Legs A and B are calculated from the same point of origin. They are shown on the map as forming one trajectory, but what appears on the map is NOT what the DNS calculates. That's the only plausible explanation I've found.

Pythagorus is my copilot

I'm only using DNS for long cross-oceans or cross-desert legs, the rest of the time I still stick to VOR to VOR. Sure, I'm not flying the airways, but at least I get to my destination every time.

Cheers

Nico

Fair enough, I'm more the lazy type �

JayG wrote on Sep 7^th, 2010 at 5:28pm:


It's vintage system designed mid last century
Real DNS does not load any flight plans. But routes manually entered using its control panel.

We are writting more detailed manual on the DNS.

Note: DNS works inflight only. There's a bug with system activation once airbone, so in 1.0 please programm DNS inflight only.

2. There's a bug in Stage B calculation. It use initial point (point 1 instead of 2) for point 3 calculation. To be fixed in 1.1

I'm really glad it is broken lol.  I mean I'm glad I'm just not completely stupid and we can hope to have a better experience with it.  Sounds like best to just leave it alone until the fix.  I'm looking forward t having something to do on those long hauls.

Quote:
Yeah. I look forward to v1.1 too. In the mean time I'm trying out the CIVA INS.

Mark

Just a few thoughts....

Doppler Nav in the 707 was WW-II tech. The 707 was designed with 4 Crew members, one of which was the Navigator. The airlines opted to use this "new" doppler nav to get rid of the navigator. Crossing the north Atlantic back in the late 60's and early 70's was a chore. We had 120 NM separation since doppler was so crude. If we had a smooth sea the doppler would go into coast (DR) for hours.  Great system! We backed up the doppler with Loran and Consolan to get a line of position and make a fix, but this was not very accurate for a plane going 600 KTS! Many times we would look for other contrails to see if we were on course. 

Even the early 747's had a sextant port in the roof. Old stuff is hard to get rid of. 

The flight plan was loaded by hand one leg at a time - best we had at the time.

It was like night and day when INS came along and you could load 10 legs at a time. When IRS came along and computers got better is when we were able to load a full flight plan. Today the flight plan can be loaded from the dispatcher via radio or laptop computer.


Lou

petenoak wrote on Aug 17^th, 2015 at 4:11pm:

Hi Peter.

I don't think you can do a "work-around" for Doppler Navigation (at least not at this time). The Doppler Navigation requires the dpl.pln (KSEA - KSEA) to function correctly, so when the 707 first loads, it also loads that flight. I know it's a pain, but you have no choice but to redo the Doppler Navgation route again on resuming a 707 flight.

Maybe in a future update, we may get a way of saving the Doppler Navigation in a save flight, so when you resume a flight, it's already there.