16 minutes ago, sidfadc said:

This may be user error but after tuning a VOR how do I see the DME on the PFD or ND?  I have selected VOR1 or VOR2 on the EICAS but I only see the needles on the PFD not the actual DME....

On the radio tuning unit is a button marked “DME Hold”. (Or perhaps “DME-H” I am not at my computer at the moment). If you press that, the DME distance will display on the lower left corner of the pilot or copilot primary flight display with an amber “H” to distinguish it from the FMS distance to the next waypoint (which appears right above). 

There are two things to be aware of: When you activate DME Hold, if the VOR receiver is in AUTO tune mode, (where the FMS will automatically select nearby VORs close to your course as you fly), the DME will remain locked to whatever VOR was being received at the time the hold button was pressed, even if the FMS later retunes the Nav receiver to a different VOR.

The DME-Hold distance associated with Nav receiver 1 can only be seen on the pilot PFD. Nav receiver 2 DME can only be seen on the copilot PFD.

DME Hold is a way to see a DME readout while keeping the PFD in FMS mode (white needles). If you put the system into VOR mode, (green needles), then the DME distance will automatically be shown for the tuned VOR without having to use DME Hold.

22 hours ago, JRBarrett said:

Thanks, I’ll try this

I just flew this route, and I agree that the aircraft is turning too soon at enroute waypoints that have a significant directional change. It never lost the route, but it did take a while to get restablished after a course change. This seems to be affected by airspeed. I flew the enroute portion at FL320 and Mach 0.76. During descent on the approach transition, (flown at 210 knots), it followed the path well, even though there were several turns.

The aircraft also handled the almost 180 degree course reversal at OEJ to INN, with no problem on the LOWI SID. That turn was flown at 165 knots per the SID chart, which requires keeping slats + flaps 8 deployed in the CRJ until the turn to INN is complete.

I will post the premature turning behavior at high altitude / airspeed on our bug tracker giving this flight plan as an example. 

This is something that is hard to pin down, as I have flown many test routes (mostly in the US) with equally sharp enroute turns without seeing the premature turning behavior, so I appreciate your sharing the flight plan.

In a real world flight to LIMJ, I would think it would make more sense to use the TIGLO transition to the ILS Z rather than GIKUT, as that would put you directly onto the localizer, but I realize of course that something like VATSIM ATC may give the GIKUT transition.

By the way, the r/w localizer at LIMJ is offset 2 degrees left of the runway centerline, and the Aerosoft CRJ will fly this offset localizer correctly, but only if Navigraph beta nav data for MSFS is used to override the incorrect localizer course in the scenery set by the default NavBlue database. AFAIK, our CRJ is the only MSFS aircraft at this time that will do so for all offset localizers in the sim world. (as long as Navigraph MSFS core nav data is used).

With the default NavBlue core nav data in place, the aircraft follows a path to the right of the runway centerline, because NavBlue assigns the wrong heading to localizer embedded in the scenery - (284 degrees vs. the correct 286 degrees).