louisdecoolste

Interesting. The C150 is one of those aircraft renowned for having CG issues. Typical range is between 33.4 and 36" after of datum.(datum of most C150's is taken from the firewall so everything `+` is aft of that point). Pilot and Passenger weights are nominally on the 39" line. What this means is that, even solo, you should be weighing the flight bag, and considering the moment arm where that flight bag is placed. On the seat or behind the seat. And as that datum range represents roughly 25-33% of wing chord, and at the lighter end of TOW the CG range drops to 32.5-36" from 33.4-36" while the fuel weight sits on +42", there is a real requirement to calculate CofG on the 150 to make sure that used fuel hasn't moved the CG forward, potentially out of CG range for the lighter TOW. And made the flight bag go behind the seat. Unlikely, but unless you calculate how can you know? QED. And you don't need a slide rule or degree in math. I simply have a spreadsheet on my palmtop or I-phone with the specifics for that aircraft. You would already have loaded the sheet for the first flight of the day, slot in the `new` numbers at each stop. Literally seconds to review. You can do the same for density altitude. And even runway surface if one wishes to be thorough. And safe.

`Hot and high` comes from the weather checklist. Weight and Balance comes from the weight & balance checklist. Former AWAYS done before the latter. As any non-gambling pilot checks the weather before they preflight the aircraft the `weight` you take to your W&B check is already calculated against the weather as a derived function. From there you calculate balance. It's why you recalculate W&B before every flight. Weather change can impact on the weight you can take into the air; runway requirements differ every single time - wet grass creates considerably more drag than dry tarmac. Long wet grass more so. Now think long wet grass, with an uphill takeoff run. Obviously W&B needs to be calculated - or at least considered - before every flight. If my BFL was based on my original takeoff on wet grass with an uphill run and a full tank, and an hour later I'm taking off on a long concrete runway with only `fuel used` to be considered in the intervening period, then my W&B calcs should still be well within parameters. I only know that because my weather preflight will have confirmed information for the weight parameter. If anything has changed to the nett negative, then one re-calculates. And for original enquirer, between FS9 and FSX the parameter by which model centre is calculated changed, but the CG graphics weren't. FSX and P3D share the same error and it is a pity it hasn't been fixed. Cannot think of a way to calculate W&B from the sim as a derived function, so unless there is a tool available that corrects this, perhaps raise it with LM for their bug list? Preflight is one area that LM could still improve upon. A valuable tool for teaching, as this topic reveals.

I fly in the UK and do a W&B check before every flight. I won't fly with a pilot who doesn't as they aren't a pilot, they're a gambler. Hot and high has very little to do with weight and balance.

+1. The problem is not LM's. And not theirs to solve.

Colleague missed. Condolences

Understood. But think laterally. All they should have done is declare the main as aux, and the aux as mains. Its the same shoddy thinking and sub-par beta testing that creates this error ui_typerole="Single Engine Prop" in the aircraft .cfg. Along with the avgas error this didn't occur to the developer as incorrect? Take them outside and shoot them. Ten bucks off the correct purchase price, right there. And the correct cylinder displacement for the 1.7 Thielert engine is 103 in³ not 90.17. This cannot be correct even if they modeled the later 2.0 litre engine. And the compression ratio is not 8.5, it's 18:1 Never mind graphics over systems. This is profit over basic accuracy. They want this kind of money for this product, they'd better earn it. Try this: The original 135hp DA42 never had a Flight Director. At least the two I flew for my twin rating never did.This was highlighted in the original post. So why is it there in this pre-NG version? Another ten bucks worth of inaccuracy. Now we're getting to the price point where this belongs. I'd like it as a 20 buck slightly shoddy piece of visual simulation. But I paid nearly double that.

Under P3D2.5. Aux tanks are being drawn before mains. This is not how the system works on the DA42, where the only draw is from the main tanks - the aux are used to `top off` the mains by use of the switches at the rear of the centre console Anyone else confirm this? Also confirm the ice light problem under P3D.

To be correct, and avoid the scrutiny of litigious representatives, Clarkson has NOT been sacked. The statement makes it clear that his contract is not being renewed. Different fish. Same kettle. Less boiling. The contract was up at the end of March. Conveniently. If the BBC don't realise JC and the team probably have a very lucrative 'something` up their sleeves, they're being very naive. I certainly shan't be watching Top Gear again - it was only the 'friction' of Jezza, Captain Slow and the Hamster that made it entertaining. It hadn't been a car show since about 1993.

Then like as not you're installing from a zip file. Don't UNZIP it first.

No way software operating inside an operating system can define to that OS where and how VAS is used. Offsetting thread load is one thing, but I can't see the technical argument by uitlising a dll outside of the sim - it still uses VAS address space inside the OS. Unless the dll can be run on a separate computer of course.

Turn off HDR at night

When a no-name late adopter with just a handful of posts disagrees with Dudley Henriques, the A2A team, every reviewer and all the established posters in this forum, you will excuse me if I doubt you. Now, can you show us this self-stated accuracy? Love to see some videos of you landing on a dime. For the purposes of this topic, lets' call it three consecutive landings to an accuracy of 12 feet longitudinally and six inches laterally. Plenty of margin there for hyperbole.