Leaderboard

The CRJ200 you bought works in the XPlane10 version (when xp10 is out you could fly it), and it is really great in visuals now (it was also in xp9 but this time is great with all the new illumination). But there are a few little graphical issues that needs to be improved and I have been working in them. This is a little capture today. Now all lights in the CRJ200 will illuminate the runway and all other objects. No more tricks used.

Osm2xp 2.0 is now available in the downloads area -> http://osm2xp.com It's a major release, nearly everything has been rewrited from scratch, but here are the major features: -New GUI, based on the eclipse rcp framework. -Generation rules can be imported/exported to xml. -Generation rules are more complex now, with more than one object file, and various parameters. -Better use of open street map height/levels tags. -Generation of xml and/or pdf stats files. -Embedded help window. -Osm2xp can now restart a crashed/closed generation job. just load the "osm2xp.project" file that was created at the root of your scenery folder. -Osm output format, for debug purpose or to extract a 1/1 tile from a bigger file. -Real time memory monitor. -More sloped roofs for houses. -Ini file ("osm2xp.ini" , in root folder of the application, for mac users under app/show content) to set the memory allocated to osm2xp (-Xms : min value, -Xmx : max value) A few updates should come in the next days/weeks , to enhance buildings quality in xplane, and to release a easy way for people to add their own textures. As soon as i will have made these updates , i'll make osm2xp open source. Also expect updates once x plane 10 is out, to take advantage of xp10 enhancements.

Well, I think we are mixing up some things here. First, we turn on wing-anti-ice all the time during flights. Whenever you go through clouds that have suitable moisture (temperature/droplet size) ice will form on the leading edges. You then turn on the wing-anti-ice to heat the leading edges, this will shed the ice. You could theoretically turn on the wing-anti-ice even before accumulating the ice - but this leads to a bigger performance penalty and also entails the danger of droplet running back over the warm leading edges and refreezing further back on the wing. Thats why we use the anti-ice more like a de-ice... The other part of the problem is the rather large pneumatic demand that the wing-anti-ice system places on the air system. A lot of air is routed from the corresponding manifold side to the leading edge. There are certain limitations going along with this - for example you are not supposed to run the system of the APU - it would just overload its capability to create bleed pressure. It is however not a problem to run the wing-anti-ice AND engine-anti-ice while both engines are running at a decent RPM and/or at lower altitudes. There will still be enough pressure left to drive the pressurization. I think you might run into trouble if you want to drive all of this at 37000 feet and idle power (just starting the descent, for example) - but then again there would be no need for wing-anti-ice up there. Ice will usually only form with TAT´s of about -20 to +3 C or so. There are many more ramifications of the system during degraded operation - for example during engine fire. You will close the isolation valve to avoid smoke and fumes from the damaged engine to enter the airconditioning - but then you would have no pressure for the wing-anti-ice on the damaged side -> asymetrical anti-ice -> bad! Also if using the APU to pressurize the cabin (possible up to 25.000 feet) after a "no bleeds" takeoff you can´t use the wing-anti-ice. So if performing such a take-off in icing conditions with an engine failure could get you into trouble really quick. Nursing the aircraft across that mountain ridge - can´t turn on the bleeds because you need all the power to get across the terrain - ice forming on the wings because you can´t use the APU to power the wing-anti-ice... Jan