thiengo

ISA + X is a information about actual meteorological conditions, so, you will calculate the isa+x with METAR informations or TAF, the second do the prognostics to future based in probabilities.

AIRAC cycle : 1107 Revision : 1 Valid (from/to): 30/JUN/2011 - 27/JUL/2011 The airport 08GA was not in there....

Nice, thank you....

log.txt Log.txt

Ok, sorry... attached. crash_log.txt

Assinatura do problema: Nome do Evento de Problema: APPCRASH Nome do Aplicativo: X-Plane.exe Versão do Aplicativo: 9.7.0.0 Carimbo de Data/Hora do Aplicativo: 4de6d6a0 Nome do Módulo de Falhas: QtCore4.dll Versão do Módulo de Falhas: 4.7.2.0 Carimbo de Data/Hora do Módulo de Falhas: 4db017b0 Código de Exceção: c0000005 Deslocamento de Exceção: 00022cbf Versão do sistema operacional: 6.1.7601.2.1.0.768.3 Identificação da Localidade: 1033 Informações Adicionais 1: 0a9e Informações Adicionais 2: 0a9e372d3b4ad19135b953a78882e789 Informações Adicionais 3: 0a9e Informações Adicionais 4: 0a9e372d3b4ad19135b953a78882e789 Leia nossa declaração de privacidade online: http://go.microsoft.com/fwlink/?linkid=104288&clcid=0x0416 Se a declaração de privacidade online não estiver disponível, leia nossa declaração de privacidade offline: C:\Windows\system32\pt-BR\erofflps.txt AMD Athlon 64 X2 Dual Core Processor 4400+ 2.30GHz 4.00 GB RAM (3.50 Usable) Windows 7 Home Premium 32 Bits Video Graphic ATI Radeon HD 4600 Series 1.0 GB VRAM Performance GPU Clock 800 MHz / Mem Clock 923 MHz Xplane 9.70 CRJ 200 1.1.1 The error occurred without operating any aircraft system. FL380 was in going through a fixed route. Occurring intermittently, especially in long flights. It was an hour en route, remaining 2:20. Regards,

Offset are the variables that CRJ and XPlane use to create a simulation, the data, anything in a simulator. IOCP is a protocol used in aplications to load and write this offsets... find in google for uipcx, iocp protocol... what else.... You can write aplication that run in network to handle this offset or to simulate instruments.

A/T may be installed in any aircraft, they work with sensors from autopilot and air data computer and other sensors, integrated with Flight Computer unit (FCU)... Is very cool the improvement, but do not is necessary to do, same in real aircraft, but... if there is a company that work with its sold and instalation then, must have a market to it. When the airspeed tape is crazy, because the air is more turbulent, you must work with average, for that reason you will add 5 knots in your vref when proceed to landing. Skills man.... this is the situation that prove pilots in real life, and i say more... In very turbulent atmosphere, ILS is done by the hands, not with autopilot.

When you did calculate the weight and balance on departure airport, you put the payload and fuel to destination. You know your Basico Operational Weight, immutable.. The payload did not dropped from aircraft in flight. But your fuel was consumed and this weight is smaller then before. This is the reasoning to find the LW... and trim... and vrefs... Get the TOW and have in mind the amount of fuel on takeoff, and trip fuel. the LILW is based on fuel consumption. LITOW = LIZFW - FOB(Fuel on board) weight from fuel will generate the index. LILW = LIZFW - LDB (Landing fuel) this is the FOB minus trip fuel. To land the important is the LW. see fuel index variation. The manual do not mention landing speeds, but the vcards are done to demonstrate the vspeeds for takeoff and landing too, as: V2, Vt, Vref(Manouver and approach) for flaps based on weight, wind and atmosphere data. Landing field(condition) lenght are present too.

a lot of things may be done by offsets, the buttons has a offset to simulate click and the CRJ do the rest. use IOCP aplication to do this and you will see the magic happening. I am doing a cockpit and my buttons i am simulating with this offsets. they are working fine.

Is A/T a acronym to auto throttle? If yes, the CRJ does not have A/T. The procedures to land a jet is relative easy. When you establish the ramp, you must maintain a positive pith and do the corrections in vertical speed increasing or decreasing throttle. That way you will descent with a constant angle and securely. This is easy to do and the auto-throttle is a improvement to lazy pilots, joke... A/T is a improvement to autopilots more complex, and a way to maintain the aircraft in secure parameters. The step climb is a feature to do long cruises with weight near the maximum or when the performance do not permit. You climb to determined altitude, wait fuel be consumed and, when you will be light, proceed to a highter altitude and save fuel until destination.

you are welcome... generally, for any airplane, the localizer must be captured first and then the glide slope, and is mandatory intercept the glide from below. The instrument approach procedure must be done as is in chart. To intercept a localizer, normally you will be conducted to the trajectory when your heading will be a intercept course, to determine the course to localizer, normally exist a NDB as a out marker or a VOR with the radial of runway axis or near, wait for turn when the CDI is alive as a localizer will do you pratice S movementes cause the deviation of a localizer is with minor angle compared to the VOR, so, turn to intercept the localizer in ILS procedure you still will be below the glide, localized captured now you wait the glide and see the aircraft initiating the descend to maintaining the glide slope. Note..... do the procedure with IAS as descent, and put the vref in autopilot, maintain the apropriate vertical speed with throttle.... until 400fts, when disconect the AP and follow by your hands and skills.

DAvid, Be comfortable to write to my personal email when you want. hugs

You can develop a aplication to set the offsets from xplane. Gauge composer use IOCP protocol and can run in a other machine, you can, for exemple, draw a panel that crj use to refuel in ground operations and you can simulate the addition of fuel and increment with payloud too. uipcx and gauge composer.

David, I am a commercial pilot in real life, but i do not fly the CRJ ok... in my carrer i am flying general aviation, but, i study this machine and i appreciate the CRJ200 from Jrollon. I am flying in Xplane CRJ200 and PC12 from STMA (Amazing airplane) I am teacher and flight instructor in Brazil. In this moment, my office is a Cessna 172 Skyhawk, a nice study plataform to form new pilots.

I know that the Xplane saves the last information about the weight and the balance (Payload, Fuel, CG), but i dont know if xplane can save as a rule. You can use "Situations". A way that the xplane saves your aircraft position/location and may be that saves the weight/fuel too. Verify and tell us, now i am contructing a presentation to teach in a flight school of my city.... My pupils need my atention too lol. Regards

My CRJ ever flies with 19~20 fps... but i have a dual core, in other post was published that more then 2 cores do not have this problem, correct? Before a upgrade i do not have much to say.

Philipi i am facing problem like that, but intermittent... The only task in cockpit that cause crash in crj200 have been caused by FMS, selecting a SID, STAR... my cycle is the same distributed in 1.1.1. How do i can collect the data when this occur?

amazing aircraft, very well represented as default aircraft. this is something good. But i think... The systems, cockpit operations, procedures, normal and emergencys, simulate faults, this is interesting... and must have theirs priority increased

No, the aircraft is constructed to support this occasionally. Overlanding occur when the weight is bigger then MLW. A hard Landing is defined as: Weight below or equal MLW and Vertical speed more then 600fpm. Wegiht between MLW and MTOW and verstical speed more then 360fpm. Landing with weight more then MTOW. Aircraf in a skid or makes a landing in a uncontrolled skid on a prepared runway surface. Landing or continue running ina a surface unprepared. Touch the ground with nose gear in same time that only one main gear. the aircraft bounces or skips after initial contact with ground and the spoilers is subsequently deploy with the aircraft still in air. Consequently the fact must to be reported in flight log. Decide to landign in overweight situation always that the moment require and always that the procedures orders to do this. First, the overweight don not cause demages to the aircraft, but you have to do without a hard impact

Being more clear, the autopilot is near to real function. The capture for ILS, for example, is happening when CDI is alive, but the capture should happen when CDI deviation is less then 0.6 dot, 30% of total deviation.

Are you sure that CRJ200 has Fuel Dumping procedures? I know that CRJ200 do not have a Fuel Dump procedure, and anticipating this, the overweight landing (more then 47000lbs) can ocorr when situation requeri that you landing imediataly or when the crew decide to do this. Ocasional overweight landing can be done without consider a hard landing and do not require inspections.

A good airplane to implement would be the new generation to Bombardier Regional Jets, like CRJ 700/900 NG.. thanks for the CRJ200....

Mr, I want know how can i specify new dimensions to popup screens, why... I will do a new panel for a aircraft that will show only the pfd and mfd, and another aircraf that will show both EICAS screens. but, a want to know a exataly dimension for each screen in pol and from developers, i want to know if exist a way to make the screens bigger then now to show in monitor like real screens in scale. thanks. Best Regards,

Approach mode generates commands to capture and track the selected navigation source displayed on the primary flight display. Tracking performance is higher, than in navigation mode. Approach mode is armed when selected, but cannot capture if the flight control computer is not receiving valid navigation data. The capture point is a function of closure rate, with the capture point moving away from the radial/beam for high closure rates. Capture will always occur if VOR deviation is less than 5% of full scale (0.1 dot), or localizer deviation is less than 30% (0.6 dot). If the other side does not concurrently capture, it will continue to operate in heading select until it independently captures. Approach mode may automatically select glideslope mode. An on-side localizer capture clears turbulence mode on both sides. something was said: Loc fisrt and gs after... You as a Captain have to be attentive with the atc issues, and have to be situational knowledge to dont be surprised with a bad vector to final.... If the ils has a NDB as a OM MM or IM have the NDB in bearing, that way will give to you a certain of the runway axis and the momento to stop turning to centralize the cdi line with the loc course... ILS deviation is less then VOR, so, the cdi will escape faster and you will do corrdenator S exercise over ils Other point, in ils aprouch do the descent in glide with ias as descent, you will mantain the vref desired and to do a descent with right vs control the engines, more power and reduces vs , less power increases vs. i think strange that i test the ils so so in your scenery said. Almost in back course and the aircraft capture the loc and gs, the right thing to do would be, arm loc and gs and wait a right vector from me to put the aircraft in trajectory to obtain the necessery parameters to capture... and so... flight automaticaly. but the airplane was capturing ....