Hi, another very good video and again thanks for all your efforts. A little strange request though to you. I had a question posted on your Felis Boeing 747-200 | Complete Beginner Tutorial (inc 2023 Updates) and only then saw the link your new site, so my bad and apologize. Here the posting Hi and thanks for the video and hard effort. At approx 2:49 you mention the about the drift with the CIVA and refer to your other video for details, I am unable to locate the video, can you please send a link for it thanks in advance. Cheers. Thanks again.
@InternetFlightRules
10 ай бұрын
Hey thanks for the message - I think I'm getting confused here also, and especially as the older half of my flying content is split across another channel (advice to any new KZitemr, is pick a single topic/game and just stick to it, splitting topics/channels gets complicated fast). The Felis 747 LTN92 tutorials I did on the other channel (I can't remember which one, but I covered it) spoke of INS drift, and I demonstrated it - so perhaps it was the longer of the videos. The LTN92 has the ability to correct this drift via various means (DME/DME, VOR/VOR at certain angles, and triple mixing, also GPS, but this is an optional thing I disable, as it didn't exist then - using tablet settings). This is obviously a more complicated (also more advanced) system than the regular old civa INS here. As far as I'm aware, there is NO WAY to compensate for the drift with these systems (aside from using the built in option to "cheat" again the felis tablet - settings menu). You basically need to hook up with the end destination radio beacons and then once landed, and parked, realignment is required. Regarding the drift itself, perhaps I can do a short video specifically on the subject one time, but basically these INS systems have gyros and accelerometers in all 3 dimensions (X,y,z) and it's very sensitive. These systems literally sense the aircraft is moving (a little bit like modern smartphones measure you're walking/paces etc) So if it senses THIS MUCH force in such and such a direction, and it lasted for so and so long, then with all the physics formulas for speed, distance divided by time, and acceleration etc, it is able to continuously "guesstimate" where it is. The 3 systems all do this independently, each with their own set of gyros and whatnot, so if one fails, or deviates significantly the other 2 are not affected... The drift occurs, simply because these systems are not perfect, therefore the longer the fight lasts, the more "guestimations upon guestimations" take place, and by extension, the bigger the errors become. The exact reason, is the sensor may think the aircraft is moving over the X axis at 120.0000 meters per second, when in reality the aircraft is moving at 120.0001 meters per second - that small difference is going to add into all future calculations, and will likely get worse (first it's off by 0.0001 then 0.0002 etc - every second). Even the most modern laser ring gyros accumulate errors and (wiki says) roughly 50 meters after 17 minutes. I hope this helps, if not feel free to ask some more
@departingthefix123
10 ай бұрын
Hi mate, thanks for the reply and the explanation of how and why about drift in the INS unit. I guess what I am asking is what is the INS key punching procedure to get final error result to be displayed. I have managed to get the acceptable error formula and considered unit serviceable other wise would be written as snag in log book and requires attention. The formula is length of time of gate to gate or initial coordinates to final parking position times 3. ie 5 hours times 3 = 15 miles limit of error, or 10 hours times 3 = 30 miles. I'm guessing even to the nearest half or even quarter hour could be used to display the max allowable limit. Again many thanks for your efforts and videos, and enjoy watching. Best Regards.
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