jagipson

I'm a little confused about the update. Has 1.5 been released? I would expect my download count at X-Aviation for that plane to have been reset. Also, I think I need to do a "clean install" of the file once I do get it downloaded. I'm pretty sure my current MU-2 is hosed, since I can't get it off the ground in XP-10 due to roll-trim issue, but nobody else reports this problem. What's the best way to do a "clean" install, and is a clean install recommended for the update?

I certainly don't mind. Use/modify it to your heart's content. The ability to adjust PAX per-seat is probably only helpful for getting an exact FORE/AFT CG Offset for setting in the plane's Weight/Balance window. I RL the crew doesn't know the actual weights of people in the seats, in fact I don't think they pay attention to their sex, either. I think they just rough-out an estimate using the per-zone PAX head-count and a standard generic person weight. When I buy commercial tickets, they never ask me my sex. I suppose it's possible they could "guess" based on my first name, but I doubt they even do that, since the effort of calculating *exact* trim settings based on PAX weight/seat arm values hits a point of diminishing returns quickly after a plain per-zone head-count. So I guess if you want to be ultra realistic, use the exact PAX weight/seat arm value calculation to setup the aircraft weight/balance, but then calculate your trims using the generic head-count per zones as in the POH (since that's what a RL pilot would most likely do). Any RL pilots want to chime in on this? Please do. I've never flown anything. Thanks for sharing your spreadsheet, igorland -- but could you maybe make a Google Docs template out of it and share it? Then people who do not have Excel can benefit from it.

I get 4.2 but that's very likely a rounding issue in the spreadsheet. An index difference of 0.1 isn't going to effect the trim settings noticeably. Your calculations look correct to me!

I'm at a loss as to how to translate those charts to a mathematical formula

The spreadsheet calculates things the same way that the manual does, except that it allows for differentiating between male and female PAX and allows for setting the standard weight for them. Actually what the spreadsheet does is recalculate these into "standard people" the typical PAX used in the manual. The index values only have meaning when done this way (within the context in the manual). It is likely that these PAX zones are used in RL, but very unlikely that in RL the airline weighs all passengers, and calculates their arm values based on their seats. That having been said, the arm is the shortest distance from the center of the seat to a tangent of the tip of the nose (usually). This is more commonly expressed as "how far back the seat is from the nose." You could open the plane in planemaker or use a planview of the plane for this information.

Okay Special thanks to Cessna729 -- I have corrected the Density Altitude equation and modified the spreadsheet to support custom weights for men and women. I noticed from the index tables, that (with the exception of the fuel index) they are linear in nature, so I have removed the look-up tables and now use the corresponding math formulas. The "Main Calculations" page has been simplified, many of the less useful (but necessary) calculations have been move off this page onto the datarefs page. I'm calling this version 2.0 at this point. The version number is on the disclaimer page.

The original Performance Calculation spreadsheet is in: X-Plane/Aircraft/X-Aviation/CRJ-200/Manual/CRJ Performance Planning Worksheet I'll check in to this, and update the worksheet soon. I'll report back here once I have completed this. I agree that the assumed passenger weights are dubious. They are from the original worksheet which is based on the Pilot Handbook, so the numbers match it. The way trim calculations are done in the Pilot Handbook makes no distinction between sexes. Essentially, the Handbook just requires a headcount in each section to get the "Index" value component. I'd love it if a RW CRJ pilot would share how his/her company calculates W/B. I suspect that each airline has its own method that deviates from the Handbook. The separate PAX worksheet was done because I wanted to minimize the edits to the Main Calculation sheet. Actually the PAX worksheet was meant to allow you to enter the number of souls, then it suggests the most balanced way to distribute the people, per section. Then, you (the pilot) enters "actual" values, which will deviate from the suggested seating arrangement because: you can't have fractions of people, so you have to round up/down in each section so the totals match it's possible that passengers might be arranged a little differently, due to cargo weights or maybe to keep families seated together Done. Thanks for the suggestion! The landing distance calculation is also from the original worksheet. I will look into adding t/o distance, too.

I would like to see refinements in the CRJ200 so that all the systems are simulated.

For whatever its worth, I made a very modified version of the included performance/fuel/weight spreadsheet which calculates how to set the CG offset in X-Plane and also calculates MAC values. Http://drive.google.com/templates?q=crj200 Unfortunately it's not very well documented. Only edit cells with the cream colored background. First fill out the PAX Distribution worksheet, then fill in the Main Calculations.

When using the PERF page on the FMC to limit the throttle using temperature, which is correct? Enter the ISO temperature, or OAT (Outside Air Temp displayed on the PFD/MFD)? If entering the OAT, do I periodically update thr temp as I climb, or is the correct temp just supposed to remain the OAT at the departure airport ( in other words, are the calculated throttle limits taking typical altitudes into account? )

The ORG has a reputation for this kind of treatment. There are two ways to starve them. 1). Don't buy from their store, unless you have no alternative. When I purchase, first I attempt to buy directly from the addin creator, e.g. I bought the C208 directly from Carenado. The price is usually the same, but without the middleman, the addin creator gets a higher profit margin. If its available via community-based stores only, I prefer to buy from X-Aviation, over the ORG. The community here is more helpful in my experience. 2). When you create addins/scenery, then don't distribute through unfriendly communities. For example, I am currently intending to make my next airport release/update an X-Pilot exclusive.

Can't you have per-plane plugins, by creating a plugins folder inside the airplane's folder? If so, could the gizmo plugin be isolated to the plane? AFAIK, that won't prevent it from running when the 777 is loaded, but will it make it easier to enable and disable, since you would only have to move the single aircraft's folder, rather than that and the gizmo one in the plugins folder?

It looks like plane maker is in feet, so you'll need to translate the inches above into feet for setting the CG. Incidentally it's a very minor change, except setting the aftward maximum (which was about 53'). Also, X-Plane takes into account for the changes in CG as a result of fuel burn, so, you want to use the index value LIZFW from the W/B form for determining where to set the CG Offset, however you still want to use the LITOW and LILW indexes to determine where to set the stab trim.

I need to bump this, because I've been researching, and think I'm close to addressing this issue. The MAC on the CRJ200 is 99.43" The distance from the tip of the nose to the leading edge of the MAC is 493.8" Using the charts in the POH to calculate the %MAC on 39,000 Lbs (dry weight), which is 15.3%; that makes the dry weight center of gravity 508.7075" from the nose. It would seem that we could use Plane Maker to edit the CRJ CG to be 508.71" back. Then when flying the sim, calculate the fore/aft CG adjustment thusly: 1% MAC (on the CRJ) = 1% * 99.43 = 0.9943 inches Subtract your load-calculated MAC based on fuel, cargo, PAX from the dry baseline MAC (15.3). Multiply that by .9943 and shift the CG on the plane by that much. Shift CG fore if your flight's MAC is less than 15.3, or shift the CG aft, if your flight's MAC is greater than 15.3. All these numbers subject to verification, but anyone want to double check this?

For what it's worth, I had this problem, but I didn't recognize it as a bug. I right after takeoff, the plane was listing to one side and after trimming it out, I happened to notice the fuel balance problem. I don't remember exactly what I did, but I DID turn of Gravity X-FEED and activated one of the two fuel pumps and things slowly evened out. If I recall, the checklist has you turn ON the gravity X-FEED when starting, and turn it OFF at lineup. Is this is true, then the checklist might need to be revised.

I had a similar experience. It took a while for me to start the engines without turning the back of the plane into an impromptu "smoking section." The difficult an detailed systems don't bother me though. I love this plane. I love that most of the systems are simulated. I love that if it takes RL pilots 1/2 an hour from cold and dark, to taxi; that it takes me about the same amount of time.

I've read the manuals and tutorials several times now, as I try to perfect my flying, but questions linger that my experience has yet to answer. What is Vfto really for? AFACT, it's the MAX speed that I should fly after departure when I level off at about 4000' before I am cleared to climb to my filed flight plan altitude. Is this correct? In the Pilot Handbook, there's only a Vfto for 8 degrees of flaps, but then to the right of the Vfto, there are 4 other speeds listed between flight levels connected with left arrows. What are these for? If Vfto is for the first "step" in a step-climb then what are all the listed speeds and flight levels for? Descent?

Cameron: Thank you... That seemed to help. I kept my Custom Scenery, however I reduced my resolution from EXTREME to VERY HIGH, trees from HUGGER to FILLED IN, objects from TOO MANY to MEGA TONS, and number of cars from KANSAS to NONE. FWIW; my specs are NVidia (MSI) GTX 650Ti, with 4 Gig video memory, and an Intel i7 with 16 Gig of main memory. The Windows installation is only used for flight sim, so there are no other apps installed, except chrome. I purchased this computer specifically for XP10, and had hoped it would be sufficient. Hopefully when the application goes 64bit it will be able to address all my memory. Thanks, again.

Typo - the topic name should read "PFD," not "PDF"

This problem seems to be everywhere. The PFD stays dark but both the A/C and DC elec busses show all green. This plane was bought from X-Aviation. I have moved my X-Plane folder to Desktop I have uninstalled and reinstalled the CRJ using the installer I have taken ownership of my X-Plane folder (and contents) I have made X-Plane folder (and contents) NOT read-only The log.txt contains: System is Windows 7, XP10.10rc3 I have noticed (requires moving the mouse quickly) that on the first attempt (after starting XPlane) of applying A/C power, the PFD lights up for 2 seconds, then goes dark. After that, it doesn't appear unless I restart XPlane.

Someone in the ORG forums had the same problem. It was suggested that XPlane was stuck in MACH mode -- to open a default airplane, and switch to IAS, then go back to the CRJ. I will try this and report back if it doesn't work.

I realize that SPEED is for climb (FLCH). I the problem is I'm at 150 KIAS and want to enable SPEED. When I press the SPEED, the bug should set to my current speed, 150 KIAS, not 0 KIAS. Then the PFD says CLB 0. When I try to correct this using the SPEED dial, the speed setpoint does not change. It remains 0.

I was able to program the FMS with a basic plan and couple the FMS HNAV functions with the Autopilot without trouble. However, as I took off when my IAS approached 280 KIAS, I attempted to engage SPEED mode to maintain 280 so additional power would be used for climb. The FMS was already coupled and the AP was on, servos active. However the AP VNAV coupled with a green CLB 0, when I engauged the SPEED mode, the speed setpoint became 0, not my current speed. When I use the speed knob to increase the speed setpoint, it immediately snaps back to 0. I've even disengaged and even shutoff the AP and turned it back on, and the speed setpoint is never anything but 0. I think, in addition to that problem, that would make the jet climb to reduce speed, but instead it acts as though its in pitch mode. What am I doing wrong here? Oh, and yes, the YD is engauged. .

Leading Edge decided to make a separate version of their DC-3 each for XP9 and XP10. I'm not sure why, you could ask Goran, but I suppose it may have something to do with the differences between the engine models. Again, not a popular idea, but maybe the most practical; I don't mind purchasing a separate XP10 version of this craft.

What is the difference between a fully-castoring tail wheel and one in which the tail lock is fully disengaged?