cessna729

Hi Javier you might find some info about integrating the KNL90B here, and an excerpt from the manual is quoted below: (I don't know if the links are up to date, but worth a try). Dennis Prüfer, a.k.a. "Falcon" said: You can also keep the KNL90B uptodate with Navigraph or Aerosoft NDP data that inculdes SIDS/STARS/APPR, personally I'm just happy to fly the BAE-32 with VOR/NDB and a compass!!! (old-School!!! ). cessna729. Update 2 : To do to get the KLN90B to work in X-Plane 64 bit was to remove the original xap folder installed with the KLN90B with a 64 bit version (I downloaded from here http://forums.x-plan...2#entry753304).)

That was a fantatistic video to introduce your new "baby", it was so real that I'm sure I could smell the patent leather upholstery! p.s. That version plays ok in the UK. p.p.s I've downloaded the FREE manual from the X-Aviation site! Avidly reading at the moment! and you can watch the video there to. cessna729.

Unfortunately some "suits" don't like it being shown in the UK! It must realy be "hot stuff" because they censored it cessna729.

Hi Teo, as far as I know, this particular model of CRJ-200 does not have AUTO-THROTTLE or VNAV (neither does some of the real aircraft), so the speed/altitude figures you see on the LEGS page are purely advisory and are "read" by the FMS when you load a SID/STAR/APPR which has speed and/or altitude restrictions. As a result you can't change the speed/altitude figures via the FMS keyboard, (as far as I can remember). cessna729.

Please del this empty post (firewall probs)

Hi Kyle, hope this provides some. http://forums.x-pilot.com/index.php/topic/4106-solved-x-plane-10-beta-5-32bit-64bit-crj-200/ cessna729.

Hi Kyle, What was the OAT at your alt and what weight were you? and were you using any engine bleed air/services ACU's, anti ice ect A/I)at the time? I havn't got the correct chart to hand at the moment, but given the shape of the curves on the one you attached, my guess is that above a certain weight or temp your not going to get this CRJ up to the mythical FL410 (or if you do get there you won't be staying very long. http://en.wikipedia.org/wiki/Pinnacle_Airlines_Flight_3701 Note: In the accident report is the paragraph: "FCOM volume 2, Operating Limitations, pages 30 and 31, dated June 2004, stated that “the FMS calculated thrust setting must not be used if the pressure altitude is greater than 36,000 feet.” The Bombardier chief pilot stated that the reason for the FMS limitation above 36,000 feet was because of the inaccurate calculations above that altitude. Further, according to Bombardier, at altitudes above 36,000 feet, the conversion from static air temperature to the International Standard Atmosphere (ISA) deviation is ncorrect within the FMS, resulting in an error in the N1 indication at those altitudes. (A detailed explanation of ISA appears in the next footnote.) Bombardier’s Flight Planning and Cruise Control Manual and Quick Reference Handbook contain charts that show the proper N1 indication for altitudes between 36,000 and 41,000 feet." cessna729.

Hi maletin, lets keep this example simple and this section of the active flight plane has a WP (way point) at ELMEM and ZUE, and currently your'r 15nm from ELMEN, the LEGS page would look like this: ELMEM 282deg 15nm ZUE 283deg 74nm Now say you add a new HOLD at ELMEM (270/R), the LEGS page would now look like this: ELMEM 282deg 14nm ELMEM HOLD 0 0 ZUE 283deg 74nm Next before you get to ELMEM, you add a new HOLD at ZUE (270/R), the LEGS page would now look like this: ELMEM 282deg 11nm ELMEM HOLD 0 0 ZUE 283deg 74nm ZUE HOLD 0 0 And the HOLD page should now have two entries, ELMEM and ZUE. When you arrive at ELMEN, the hold should trigger and the HOLD icon on the ND should turn magenta and on The ELMEM HOLD page the option EXIT will be enabled. The LEGS page now looks like this: ELMEM HOLD 0 0 ZUE 283deg 74nm ZUE HOLD 0 0 If you use the EXIT option on ELMEM HOLD page, the next time over the fix it should set course for the next WP ie. ZUE and remove ELMEM HOLD from the LEGS page, thus: ZUE 283deg 74nm ZUE HOLD 0 0 If you manually DELeted ELMEN from the LEGS page (you would have to DEL both ELMEN entries. cessna729.

Hi maletin, What do you mean "outdated"? What version of navdata are you using (Navigraph or Aerosoft NDP? cycle?). Video would be great or a copy of your active Flight Plan (saved in the routes folder, just rename .txt and attach to next post). Along with a short button by button description of the steps to cause the "problem", i.e "I pressed this button, that button and the FMS did that!", so that we can try and recreate the problem.cessna729.

Hi Keith, Real World navdata includes station declination, most "parsed" simulator natdata databases do not include this information. VOR station declination of record, is what the declination (Mag Var) was when the VOR antenna was originally bolted to the ground (or last "swung", in some parts of the world this could have been a very long time ago (VOR's on your PEBLE SID, have dates in 1965 and 1975), and in some areas can now be very different from the current local Mag Var, though only an approx 3 deg difference for your SID). In your example station declination for most of the VOR's in the PEBLE 4 SID were approx 15E, the local Mag Var epoc 2010 is 12.3E moving W at only 0.1 deg/yr). For more info try these links: www.studentpilot.com, www.touringmachine.com, www.faa.gov, ww1.jeppesen.com Real World FMS's have Mag Var tables or computer model in them (which is updated every 5 or so years). On the simulator, FMS's can use X-planes table? or their own table/model which works fine for GPS type FIXES but can lead to problems for VOR derived FIXES. Most FMS's use inertial/GPS FIXES and do all there calculation in True and only convert at the last minute to display to the pilot in Mag (as in the-good-ol-days, he was used to wisky compasses). Some FMS's have an option to display in True, Mag or Grid. (checkout Philipp's 777, Aerosoft NDP pic in following post, "Track True"). cessna729. Update: added text.

I wouldn't be holding your breath (it would be nice, but a compleate change indirection for LR IMHO). The internal X-Plane FMS/GPS is compleately different, I suspect LR would have to re-write it to use "Procedures" like the CRJ-200 or B777. If you attach a copy of the route you are trying to fly, we could have a look for you. As long as you only want to "fix a few" routes, you could DIY it. just read the info on Robins site http://data.x-plane.com and http://data.x-plane....rs.html#Formats If you want to fly with "realistic" ATC, IMHO at the moment you only have one option "on-line" with "real controlers". Eventually LR might get their XP10 AI ATC system working, but it's early days, or you can DIY it to add your missing routes ect to Robins XP database, or install a XP 9.70 which IMHO had a more reliable Type/Text based ATC system). cessna729.

Thanks a lot Joseph, that's realy great of you. cessna729.

Javier's Beechcraft T34C Mentor just keeps getting better! Just taken her for a quick spin in the latest XP10.20B2 (32-bit) HDR mode Extreme Res. the "trough to cloud" lighting is nothing short of fantastic!! And with XP10.20B2, I can push the render options to "Extreme Res", take a look at all those "sexy rivets" Also take a look at those fps 56-95!! Unfortunately I've had to compress the screenshots to post. Sorry if they look a bit "dark" on your monitor, but they were taken early in a winters morning and I was flying T34CMentor.acf with "Moody Mentor Black" livery. cessna729.

Javier's Beechcraft T34C Mentor just keeps getting better! Just taken her for a quick spin in the latest XP10.20B2 (64-bit) HDR mode Extreme Res. YES! I know it's not supposed to work in 64-bit mode, but 95% of it does!! the only things I've found that don't work so far is "tuning the Radios", the VOR and ADF displays and needles still work, the ony thing I can't do (so far), in 64 bits is tune! So I just fired up XP10.20b2 (32-bit), set the ADF and VOR radios frequencies, exit XP and re-start XP in (64-bit). Screenshots below, ones 64-bit and the other is 32-bit XP10.20b2 Read Javiers post on how to use the correct version of XP10.20 here. cessna729.

I can't think of a better christmass present!! :D cessna729.

Hi jagipson, the mods you've done look great! I can't find the FCOM Part 2 (Performance Planning) for the CRJ anyware , and have only managed to find parts of the CRJ 100/200 AIRPORT PLANNING MANUAL. But attached is Section 3 which deals with FAR Takeoff Runway Length Requirements for the CRJ-100/200, I hope it will be of some use if you go ahead with adding T/O distance calculations to your spreadsheet. cessna729.

YES!! Please, I'd go for it! if that sort of thing was included in the final product. Even better if you could get the C-of-G to move with PAX/cargo loading/movement ect. I could have so much fun with that! :Dcessna729.

I didn't think it was possible, but IMHO the Beechcraft T34C Mentor is looking even better in XP10.11RC2 HDR mode. :D cessna729.

The Maestro has done it again!! Gimme, Gimme! Your attention to detail is unsurpassed! My credit card is itching to be used!! I'm sweeping out the hanger as I type! Now, just got to move the CRJ-200, Beechcraft T34C Mentor, Seamax-M22, and AT6G Texan over a bit to make room. The C-130 is too big so it's parked outside on the ramp :D cessna729.

My guess (not having flow anything bigger than an F20 like this one IRL for a short period a long, long time ago), is that your spot on For example: Taken from Determination Of Dispatch Takeoff Weight doc mentioned below. Determining Weight of Checked Baggage FAA AC 120-27E and JAR-OPS 1.620 are similar in offering three main methods to operators of large aircraft: 1) Use standard, average baggage weights as allowed by the regulations 2) Use standard, average baggage weights based on airline survey results 3) Use actual baggage weightsI suspect you allready know about the site SmartCockpit and the FlightOps sections, loats of good info. A couple in particular : Determination Of Dispatch Takeoff Weight The determination of Dispatch Takeoff Weight seems to be quite easy: start with the empty weight of the airplane and add the weight. But is it always that straightforward? Is everything actually wihed prior to the flight? How is the airplane empty weight determined? This Boeing document is a very well done brochure. Getting to Grips With Aircraft Performance This Airbus document provides reminders on aerodynamics, flight mechanics, altimetry, influence of external parameters on aircraft performance, flight optimization concepts, etc. Great information... Getting To Grips With Weight and Balance This material describes the cargo loading areas on Airbus aircraft and the systems related to cargo holds. cessna729.

Hi jagipson, been having a play with your spreadsheet, it's quite good I have a few comments if your interested, I havn't gone searching for the original spreadsheet, so don't know how much you copied or which bits are you original work but you may have copied a rather large error . My appolgies if i have miss read your work (just put it down to me getting too old and being half asleep) 1. The Density Altitude calculation given in the spreadsheet is IMHO only valid for an airfield at MSL (Mean Sea Level) So for some high altitude airports, eg KLXV (elevation 9934ft), during the summer (temp 25°C), your calculation could be off by some 2300ft. Temp graph for KLXV From your sheet: Density Alt = Pressure Alt + (120 x (OAT - 15)) Which appears to be derived from the formula DA = PA + (120 Vt) where DA = density altitude, PA = pressure altitude at the level you desire density altitude, 120 = a temperature constant (120 feet per 1°C), and Vt = actual temperature minus standard temperature at the level of the pressure altitude. You appear to have just included the standard temp at MSL i.e. 15°C and thus missed off this bit: ISA temp = (15-((1.98/1000) x level of the pressure altitude)) So your Density Altitude calculation should IMHO read: Density Alt = Pressure Alt + (120 x (OAT - (15 - ((1.98/1000) x pressure alt)))) As a check you could use this table for an approximation: 2. I think you may be underestimating the PAX weights a bit . The FAA have increased the Standard PAX Weights form 185 lbs for male, and 145 lbs female (that includes 10 lbs carry on), to a "scale busting" 200 male and 179 female (that now includes 16 lbs carry on items). :o 3. I can't see why you need a separate sheet for PAX Distribution, when the figures are just copied to the Main Calculation Sheet B29:B33 4. What would be great is if you could get your spreadsheet to calculate Stab Trim, instad of the user having to use this graph (unless I've miss read the instructions again ) 5. I like the LANDING DISTANCE Calc and the TOD Calc, any chance you could include TakeOff distance calc ect.? Keep up the good work. cessna729.

Hi jagipson Thanks alot, just had a quick look and your spreadsheet looks very interesting . cessna729.

Hi birdy, just re-flown your problem flight again, takeingoff with no Flight plan or use of FMS, this time loaded a SAVED FPLN, again switching to FMS nav source, then [DIR INTC], and [EXEC] to get to the nearest WP on the FLPN, no problem. The only time the engines would cut on the flight was when I went too fast for the conditions, and a bout of negative G caused fuel starvation (the fuel goes to the top of the tank away from the fuel outlet at the bottom), But I have to be flying very fast on the edge (within 10kts) of the upper red zone, at about FL125!! and needs some turbulence (ATIS gping on about "Wind shear Alerts") to start the CRJ pitching. Again if I jest slow down a bit the pitching stops and no negative G (hense no engine cuts). If you still have problems, try switching "real Wx" off and set "Whole World the same" CAVOK for a bit and try the flight again. No problem, hope you enjoy flying the CRJ as much as I do! cessna729.

Hi birdy, I've just tried to recreate your flight, I took off from LESA Rwy 03, without touching the FMS, I climbed staight ahead to 1000ft, then just flew using auto pilot on HDG and ALT mode with nothing entered in FPLN or LEGS pages. I then a after a few minutes, went to The FPLN page, entered LESA into ORIGIN and 03 into RWY, pressed [EXEC], to activate then entered the DEST as LEVC, entered UNSOL into TO on ACT FPN page 1/1, then [NEXT PAGE], enter A33 on left side and CENTA on right side, then [EXEC] the changes. Finally to get the FMS to start flying the plane, I just had to select NAV source to FMS, then copy UNSOL to scratchpad, press [DIR INTC] and press LSK1 to go direct to UNSOL and start flying the route. (see pics below). I had no problems at all. The LEVC ATIS was reporting "Wind Shear Alert" so approaching the area it began to get a bit turbulent (pitching up and down a bit) so as I was flying a bit fast I slowed the CRJ200 down a bit and had no problem. It is possible that if I hadn't slowed down a bit, I might have caused a pitch occilation, which just possibly may have caused the engines to cut if the CRJ encounterd negative G for long enough. But that wouldn't have been the CRJ's fault, it would have been mine for not slowing down. If I get time I wiil try and repeat the flight and just load a SAVED flight if that was what you did. cessna729.