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cmbaviator

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Everything posted by cmbaviator

  1. Hello, After Landing at LOWS, i did the shutdown flow, pu the GPU AC on and powered off Log.txtthe APU then went for a break/nap and in a dozen of minutes later I got a CTD
  2. i think so if you put press on the MFD data on the FMS, you will see that in the challenger, the reserve fuel is the reserve fuel AFTER diverting to the alternate so i'm almost sure you need to enter just the final reserve which is around 400kgs for the cl600. so now in the default fms setting, i put 400kg as reserve
  3. Hello gents, I was wondering what value you should put in the reserve value in PERF menu page 3? Because it seems to be different from airliners like A320/737.. where RSV = Final RSV + ALTN. In the chalenger, the Reserve seems to be the reserve needed after diverting to ATLN so that means we shiould only enter the final reserve value ? Each time i have Check ATLN Reserve message when enterting Final RSV + ATLN in the reserve field
  4. Hi Graeme, The more landing i do the worst they are getting. I bounced almost at every landing even on firm / positive landing. I am for VREF +7 and making sure that the AoA is 0.6 max. However on release, during my landing trainning, i never bounced, it feels like the ground effect has changed in between
  5. i've found the cultprit, it was the plugin xlua but i haven't had any script, so check the script folder of xlua and I found this : as you can see, the first time i installed the Zibo script in the wrong folder (lelft), the right one being the correct one that was causing all the other aircraft to be broken I will now delete all the videos thank you for your help
  6. i hoped to avoid an reinstallation from scratch. The thing is aldo that my A300 inibuilds is broken as well but only the ZIBO is working fine so its weird
  7. After installing and unistalling several time, my 733 v1.33 is broken, idea how to fix it ? can't modify the ZFW, keeps going back to the EOW, knob like heading can't be changed....... all seems to occured after installing the ZIBO mode but even after several uninstalls ands reinstalls, still the same issue (GIZMO stable version chosen each time) https://www.youtube.com/watch?v=oLxhlxu38Yk&feature=youtu.be&ab_channel=CMBelite-FR https://www.youtube.com/watch?v=uiXEAW744b8&feature=youtu.be&ab_channel=CMBelite-FR
  8. what would you need to apply rudder trim if there is ,no engine or flight control failure ? i've watched hundred of videos if not more on the B737 and ihave yet see the PF used rudder trim after take off ?
  9. Now we're talking lmao. I don't quite understand how you can determine the area of pitching moment change in ground flare based on these figures, could elaborate for me please these were all kiss landing, almost all were <-100 on touch down !
  10. thanks for the input i'm using CI35, would you mind telling me what CI LH used back in the day for the 733 ?? L/D ? I've flying the A320 (fslabs) the last couples of years haha, the green dot will always been put above the Vls even if the calculated one initially was lower than VLs I think. this is what confirmed it for me. The image below shiws the PFD of the A321 at FL370 with a GW of 67t prior to TOD 67.0 is quite light for an A321 so having a GD speed close to 250 kts at 67tons is very odd but I was explained that because the VLS was so high that the GD speed was just recalculated to be above Vls (margin) because normally at 67t, the GD speed in an A321 in cruise should be around 230kt ( in the fslabs at least). Even though he must have been cruising near the rec max, i still don't understand how it's possible to have a Vls that high unless the aicraft is actually heavier than the data inserted in the MCDU I've tried to reproduce that with the fslabs with the A321 at GW 70ish and being just 500ft below REC MAX and I couldn't the VLS being that high sorry for the slight off topic haha
  11. agreed but does really the nose drop starting from 60 feets ? i was thinking more in the 30 feets area
  12. could also depends on speed management, for example if at 50ft the pilot is at Vapp- 2kt and a VS of -800/-900, he would need lots backpressure during flare comared to being at Vapp +5 kts and a V/S of -600 flare starts at 53:45, you can see that he gives little back pressure and still manage to make a kiss landing He generated a float with not that much back pressure
  13. would you mind sending me those video links ?
  14. I put the current GW when the screen was taken +- 0.2tons, what other parameters are needed ?
  15. i beg to differ, in XP10, the ground effect killing the V/S was a bit exagerated and the nose down (nose heavier) when entering ground effect was absent which is not realistic now at 50 feet, you really feel the nose dropping and the need to add more back pressure. XP10 might feelt better for you but it's a bit less realisticI think, maybe @Litjan can shed some light on the matter
  16. there is a bit of blood so be warned before watching
  17. Hi guys, thnaks for the update I did notice that the pitch attitude seems quite hight during cruise, was wondering if its normal or due maybe to "experimental FM" ? Also why is the GD speed below Vls ? Almost 5° in the screen below Both screen ZFWCG was 14.9 GW: 51.5 here is a bit less (around 3°) and seems a bit more realistic GW 48.5
  18. ground effect is there https://www.youtube.com/watch?v=Kd26dS4DgFA&t=105s
  19. I know but if 0.5cm of deflection makes it difficult to steer... it should be that senstive, it would impossible irl to maintain centerline correctly. Because if i could use more rudder application that would fine as it is more manageable, but i have to barely apply pressure on the rudder. As i said with the majestif, i need quite some amount of rudder application to avoid steering left and thats okay because i have some even if i decrease slighty some ruder application or increase it it will not steer severly to the right or less. With decreasing the sensitivity on the rudder pedals AND setting 0 crosswind component on ground thanks to ASXP, its now manageable.
  20. Hi. I have made the acquisition of a force feedback yoke but it can't work 100% because it needs data so that it can follow the virtual yokes movement and for what eveer reason I can't engage the AP with that yoke, works fine with the majestic Q400 on P3DV4 and the TBM900 on XP11.30. I also noticed that the electric trim from the yoke seems much slower than usual Is it possible for the 11.30 update to add those dataref? it would be a shame not being able to use such a yoke on a study level add on and mean for me that it will rest in the hangar Thanks
  21. i think its still a little bit exagerated. I've been flying the majestic Q400 pro edition and its a study level aircraft, during takeoff, i need like 1/2 of rudder deflection to the right to maintain centerline but it is very smooth to maintain centerline. in the tbm, even 1/100 of rudder input will make you zig zag into the runway, the only way i manage to maintain centerline correctly was to set a very non linear curve to my rudder axis, the draw back is that its more difficult to make 90° and U turn during taxi
  22. for those having ASXP, just enable to turn down the crosswing component on the ground ( still maintain HD/TL wind component), will be be easier to take off and land during corsswind
  23. i think its normal, because when you shut down the engines, it will of course decrease the ITT but the Combustor chamber is still hotter than the ITT and will exchange heat, so the ITT will increase until a thermal balanced is set between the ITT and the chamber and it will then decrease toward the outside temperature. I wouldn't be surprise that after shutting down the engines and power up the aircraft 45 min after, that the ITT will still be hot and increasing. Next time, after shutting down the engine engines, display the engine temperature (TBM plugin menu), you will see that after a couple of minutes, the ITT will rise slowly until the temperature balanced is achieved with the combustor chamber.
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