GusRodrigues

Not a new. He is improving the current code for jet engines, and adding a lot of requests, including N1-N2 gearing, i.e. the N1 vs N2 curve. He is also expanding the turboprop model to the Free turbine (PT6A) and the Fixed Shafet (Garrett) I would say the X-plane is half responsible to the ground handling issue, and how we control the aircraft in sim is responsible for the other half. If you change the default cessna nose wheel to take at least 2.5s to turn to it's maximum, there will be a lot of improvement on how you handle. But crosswinds are indeed, not good.

Jets for XP11 only after 11.10. a lot of things will change.

version 1.31 is good in xp11.

Austin is aware of a lot of issues were left unchecked from the transition from XP10 to XP11. the 11.1 will be a great upgrade for the FM for JetEngines too. But I want a better documentation with planemaker.

11.1 will also have an update on planemaker for jet engines.

http://forums.x-plane.org/index.php?/files/file/37010-gulfstream-g-iv-sp-v11/

On purpose or not, is broken. ditto. It is broken. It doesn't matter if is intentional or not, it shouldn't behave like that. I understand time constraint to release RC and final builds of the sim, but cockpit lightning during dusk/dawn is one of the best selling features of the sim. And LR left it (intentionally) broken from day 0.

not a feature at all. you can correct with a lua script set("sim/private/controls/skyc/max_shadow_angle",-89) set("sim/private/controls/skyc/min_shadow_angle",-90) before and after

It appears that the no shadows in the cockpit during the early hours is still there....

It has been done before submitting it here.

MD-80 is Flight model completely broken.

Every "jet engine" is as simple as "higher TAT as a result of airspeed changes = less thrust". High TAT implies there is movement, therefore, there is ram drag. The Net Thrust is calculated as Gross Thrust - Ram drag, thus if you (and your engines) are stationary (i.e. flight velocity is zero), your Net thrust will be equal to the Gross Thrust. As soon as you start to move, you start to have Ram drag. The faster, the colder and denser the air, the more drag you will have. I do know how RR measures EPR (a normalized comparison). But N1 is far from being a linear output of thrust.

N1 is not at all, by any chance, a thrust reference whatsoever. You may be able to derive the Thrust output through EPR, but never by N1 (i.e if EPR is above 1, there is positive net thrust). N1 is more easy to visually process ("is my engine is pushing air?"), but is by far more complicated to calculate the thrust output from it. After you pass your Thrust Reduction Altitude (usually 1,000ft afe), your engine will be throttle back to MAX CLB or MAX CONT. You mean ram pressure rise? It is calculated during certification and engineering certification of aircraft performance. They know that the engine will loose thrust due the ram pressure. They even know by how much thrust will be lost. I believe that the logic behind the jet engine auto throttle is simple: after the hold mode kicks in during the take-off run, the system will only be able to work again after the Thrust Reduction Altitude. The minimum certified altitude, regulated by FAR part 25, is 400ft. If you need any extra bump (windshear? wrong thrust setting during take-off?), you must override the lock before the 400'. That's probably why you should have 3deg of movement of the Thrust lever (have you ever noticed that the auto throttle controls the movement of the thrust levers?) to unlock the fafc.

ram pressure rise at the engine inlet due airspeed

EPR is Engine Pressure Ratio, i.e. the discharge pressure divided by the inlet pressure. If there is no extra fuel add to the combustion chamber, there will be no increase in the discharge pressure of the engine, but, as soon as your aircraft starts to gain speed, there will be an pressure rise at the engine inlet, called Ram pressure. a simple calculation of ram pressure at the speed of 180 kias would result in a net loss of close to 0.032 EPR. since you are almost at 1000', there will be further reduction because the drop of pressure with altitude. So it looks like accurate the epr drop. Set your thrust at static speed (IAS 0) and at sea level pressure. disengage the auto throtle and release the brakes. Don't touch the throttle. try to roll as fast as you can until the runway end. freezes at the end of the runway and compare the epr, n1 and n2. * epr is discharge/inlet pressure ram pressure is 1/2 * density * v²