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Everything posted by GusRodrigues

  1. 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.
  2. Jets for XP11 only after 11.10. a lot of things will change.
  3. 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.
  4. 11.1 will also have an update on planemaker for jet engines.
  5. http://forums.x-plane.org/index.php?/files/file/37010-gulfstream-g-iv-sp-v11/
  6. 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.
  7. 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
  8. It appears that the no shadows in the cockpit during the early hours is still there....
  9. 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.
  10. 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.
  11. ram pressure rise at the engine inlet due airspeed
  12. 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
  13. Tape Radio Altimeter (dl.dropbox.com/u/9085975/RADIO%20ALTIMETER%20INDICATOR.JPG)New ClockOlder IAS gauge (similar to www.airliners.net/photo/Brazil---Air/Boeing-VC-96-(737-2N3-Adv)/0568310/L/)Fast/Slow Indicatorold height call out ( youtu.be/kbPnuzXYBkI after 08:00, but don't know if will be able to find anything)
  14. If some great 3D artist join the team and make a nice 3d render of the 732 panel, with SP-77, with a new multipanel system (would be nice if follow some of the panel-gauge from DF727 style), would be wonderful.Also, change the PDCS system to the PMS system, with A/T and climb/descent profile + RA Tape + F/S.
  15. There is no correlation with Horizontal Stab deflection (in degrees) with Stab Trim Units.i.e., In the real aircraft, the Horizontal Stab deflects from 0 degrees (and this will be 0 units value) to 12 degrees (17 stab trim units).This range is only achieved through manual trim input.Yes, I know that the TM2 FDE is out-of-date due this, but this info I just have recived after a long chat and a long wait with the maintenance chief of a 737-200 line (in Brazil).Also, the usual range of neutral deflection of the 737-200 H. Stab is around 3.75 - 4.25 units of trim (a tolerance range of 0.5 units). This in H Stab angle, would be ~ -2.6 deflection (or AoI).For a long time I don't put my filth hands in the TM2 fde, so, I can put this blame on me for not update Bob and you guys, and also for letting the FM inaccurate.Maybe when my joy with FS cames back, I try to change this and others things.Best Regards,
  16. >Thanks, although I can't accept credit (or holiday wishes)>for the TinMouse by myself.>>So Merry Christmas to you as well, and to Richard Probst,>Terry Gaff, Gustavo Rodrigues, Christoffer Petersen, Pete>Dowson, Dai Griffiths, Arne Bartels, Chris Brady, and Daniel>Steiner!>>Cheers>>Bob Scott>ATP IMEL Gulfstream II-III-IV-V>Santiago de ChileMerry Christimas/inputhereyourbelief for everyone. Members who helped, users that take-off to the virtual skies this old fat and noise fella, and you beloved family and friends.
  17. is really difficult, but is not the beast that appears to be.you may have much more trust than you needed, this can be a signal that your fm have to much parasite drag, also. this force some editors to send the 1506 thrust curve to the infinity and beyond.or, you have too much lift with mach increase, and there isn't a problem with the 1506.... and there goes on.IMO, the best way is try to not screw with those trust curve, unless you know what you should do, since they affect your PPH, and this can make your plane burn much more fuel than it should, or can burn much less fuel... also, this can affect your glide angle @ idle...
  18. Consider also to check the 401 (dCl/dAoA vs Mach) values.Adjust 150x if you know what to change.if the reading of N1/N2 are wrong, adjust the 1502 (CN1 and CN2). Refine throttle in tables 1503 and 1504. You can adjust your Spool and Turbine CFF (corrected Fuel flow! not pph!) in table 1505.Adjust the turbine thrust factor vs CN1 in table 1506.Adjust the turbine air flow factor vs CN1 in table 1507.You will find a lot of documentation and tools at Mr. Herv
  19. usually, with flaps 30 and gear down, EPR at 1.3~1.4 gives you the VAPP without jockeying the throttle.at flaps 40, expect a little more thrust to keep the VAPP.
  20. do you started default C172 before loading the TM2?
  21. >The speed brake will not make the plane shudder and fall like>a meteor like some other (bad) flight models do.>if the aircraft isn't the 727 :-badteeth :-yellow1
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