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Showing content with the highest reputation on 04/18/2022 in all areas

  1. richjb
    The ODP or SID is not intended for OEI terrain and obstacle clearance since the criteria does not consider both the actual takeoff flight path of the aircraft following an engine failure nor does the climb gradient on an ODP or SD account for all obstacles that much cleared to meet the operating rules. An ODP or SID provides obstacle clearance with all-engines-operating because that's what its criteria assumes. Make sense? With the proper obstacle information concerning obstacle height above the runway and distance from reference zero, the FMS calculator can be used to calculate OEI takeoff obstacle clearance in accordance with the operating rules. Here's an important caveat. You need the relevant terrain & obstacle data and collecting that data no small feat. There are multiple data sources that need to be consulted, which is why the airlines have performance engineering departments dedicated to that task. For the business aviation community, we have contract providers such Aircraft Performance Group, ASAP Inc., Aerodata (now owned by Garmin), and Jeppesen OpsData through ForeFlight that provide this type of engineering support, and provide takeoff performance/obstacle clearance data in the form of airport runway analysis. As real CL300/350 pilot, I would never attempt to gather the obstacle data from the various sources and use the FMS calculator, in the same way that I would never attempt collect obstacle data and build my own instrument approach procedure to a runway. The FAA is expert in building instrument flight procedures and these performance engineer providers are the experts in airplane performance and engine failure escape procedures. I was never really quite sure why the FMS manufacturers (OEMs) put the obstacle clearance routine in their FMS. It's not unique to Collins. It's in the Garmin 5000 as well. If you had one known obstacle that you wanted to clear, one that as not accounted for in your contractor-provided analysis, for example a temporary obstacle, then yes, I could see a use for it. Although in 18 years of flying Collins FMS equipped aircraft, I have never used it other than for experimentation and familiarization. Rich
    1 point
  2. Coop
    Thank you for the kind words, I'm glad you enjoy our aircraft! We don't have SR22T plans at the moment, but maybe in the future.
    1 point
  3. richjb
    Typically, the normal takeoff procedure will result in you climbing well above any climb gradient requirement on a SID or ODP. If there is no SID or ODP, then a 200 ft/NM climb gradient is required. For takeoff the minimum takeoff speed, all engines operating is V2+10. That provides you sufficient stall margin with 30 degree bank. I can get into a whole bunch calculations, etc. concern how to compute a percent climb gradient and rate of climb when you have a SID or ODP climb gradient in feet/NM. The Collins Proline 21 has a neat feature that makes this easy. Use the Flight Path Vector. If you have a SID with a 400 ft/NM climb gradient, after takeoff make sure that the Flight Path Vector remains 4.0 degrees or more above the horizon. The climb gradient in feet/NM roughly equals the flight path angle in degrees - See the US Government Terminal Procedures Publication Legend below. Turbojets are generally capable of meeting a 500 ft/NM climb gradient on a SID or ODP without much further consideration up to 1500' above the airport elevation simply on the basis of the aircraft's OEI takeoff climb requirements. Again, it is not required nor expected that you meet the SID or ODP climb gradient with OEI. Initially, rotate to the TO command bar pitch attitude. That's to prevent on over-rotation accident. After the aircraft is accelerating, then use FLC and 200 Kts to continue the climb. See FCOM 1 takeoff procedure below. Rich
    1 point
  4. Pils
    Sounds like X-Plane doing X-Plane things… it can struggle at dynamically loading high fidelity objects and textures. Plus the Vulkan texture management algorithm is not perfect, and can get itself in a muddle all by itself.
    1 point
  5. herve
    Hi Thank you for your answers. @Pils , don't worry I know how to be patient but this question about the opening of dataref is more addressed to the professional team of Hot star than to the motivated volunteers... I'm glad to know that the cockpit tinkerers, of which I'm a part, have the same expectations as us Smartcopilot users. Birdy-dma is already very advanced in the creation of the config file for Samrtcopilot. We have done several test flights and to make the shared cockpit flight with this aircraft 99.9% operational we "only" need these few dataref. So please understand our expectation. Thank you Hervé
    1 point
  6. Coop
    The difference in altimeters is expected, as the G1000 is based on the Air Data Computer (ADC) outputs, while the standby relies solely on the pitot-static system.
    1 point
  7. Tom Stian

    Version 0.113

    295 downloads

    Hello I made this LUA-script for randomly enable the built-in IXEG failures. The script enables the built-in IXEG failures + engine fire, engine failure and oil pumps. Have your QRH ready. Available failures by IXEG. The script activates when your GroundSpeed is higher then 40 knots. Settings: (edit the IXEG_Failures.lua) -- Here you set if the failures should be default enabled or disabled when your starting up X-Plane. -- Set true to enable failures, false to disable. Default is true. true and false have to be written with lowercase letters. EnableFailures_WizVar = true -- Mean time between failures (MTBF) is the predicted elapsed time between inherent failures of a system during operation. -- Default is MTBF_hours = 20.0. See further down for of a example of MTBF set to 10 hours. MTBF_hours = 20.0 -- Max simultaneous failures pr session -- Default is Max_Failures = 2 -- The highest numbers of failures is 27 -- setting above this can crash x-plane Max_Failures = 2 -- Set the level of failures you want. -- 1 = Minor failures, 2 = Minor and Major failures, 3 Minor, Major and Critical failures. FailureSeverity = 3 "ADVANCED OPTIONS" -- Set 'ImminentFailure' to 1 to enable the imminent failure option. When this option is enabled you can trigger a imminent failure with setting the SERVICE INTERPHONE to ON position on the overhead panel. -- The SERVICE INTERPHONE will switch back to OFF when a failure is triggered. -- The 'ImminentFailureMTBF' (in minutes) is the MTBF used when you enable the 'ImminentFailure' and set the SERVICE INTERPHONE to on. -- Default is 0. ImminentFailure = 0 -- Default is 5 (in minutes) ImminentFailureMTBF = 5 The Service Interphone switch How to enable or disable failures (for the session) with FlywithLua menu. MTBF: This graph shows a example how often you can expect a failure when you set the MTBF to 10 hours. Requirement: - You need FlyWithLua installed - XP10: http://forums.x-plane.org/index.php?/files/file/17468-flywithlua-for-xp9-and-xp10/XP11: http://forums.x-plane.org/index.php?/files/file/35579-flywithlua-for-x-plane-11-and-10-windows-linux-mac-os-x-version/ - Tested on X-Plane 11 with Windows 10. Installation: - Simply place the script in [X-Plane]\Resources\plugins\FlyWithLua\Scripts Logging: Every failure is logged. You can find the logfile in your X-Plane root folder. The logfile is called IXEG_Failures.log Here is a sample of the logfile. Known bugs/limitations: - None. But please report if you find one Support: For support please visit: http://forums.x-pilot.com/forums/topic/11350-lua-script-randomly-enables-ixeg-failures/
    1 point
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