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LecLightning56

Embraer E170/190/175/195 v3 Steep Approach

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9 hours ago, Matty260191 said:

No sorry i was wrong but it will stay at vapp with full flaps 

I might be interested in the product if you feel it can stay at Vapp on e.g. an ILS approach to London City (approximately 5 degrees glideslope?), and not deviating above or below the glideslope path. What is your experience?

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Not tried yet but other I spoke too have and it worked out. The EGLC ILS would be a manual job anyway and the come in on VREF for a steep app as it helps the sink without speed gain so much(told by a real pilot). I will get round to trying it you could do it in the old version so i suspect if a fully dirty config it will work. But like I said don't expect autopilot to be able to perform miracle and a 5.5 degree GS is best flown by hand. I would leave the AT managing speed first as I suspect it will be more stable that me at keeping the speed right while i concentrate on flying. If it wont do it the it may have to be manual throttles too. I believe like boeings the A/T is designed to be left on and idle itself on flare.

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I have done a little experimentation with the steep approach to London City. Clearly the real world aircraft has a ventral speedbrake to facilitate the steep approach which we cannot obviously simulate. So, what I have done is I have modified the aerodynamic coefficients for maximum flap deployment in the .air file for e.g. the 170 to account for the effect of a speedbrake in this configuration. If you initiate a 8nm final to London City at a VAPP of approximately 120 knots, the glideslope is captured by the aircraft with initially speed increasing by a few knots, then speed reducing to VAPP once the glideslope is stabilised correctly (the aircraft is initially high and lags a little in manoeuvring to establish on the glideslope which results in initially a steeper approach path and hence increasing speed: this is corrected later with the speed reducing back to VAPP).

I cannot recommend that anyone fiddles with the .air file for these aircraft, but what I have done only applies to full flap deployment. The use of full flap is presumably more advantageous for the London City approach to achieve the slowest speeds for the shorter runway. The changes to the aerodynamic coefficients do not apply to other flap settings e.g. flaps 5 if the definitions of CL, CD and Cm in the .air file are correct.  If anyone is interested in what changes I have made then please PM me.

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