metzgergva

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About metzgergva

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  1. Sorry but we have simulated a plane dedicated to fly passengers and not cargo. That is why all calculations, loadsheet and dave are based on a given layout we took from an existing LH plane.
  2. Glad you could sort it out with the help from the forum.
  3. CRJ Planner VS DAVE Weights

    No need to change anything. Use the load manager for a detailed flight and load planning or alternatively use Dave for a faster way within the cockpit environment. Both calculate the right way and feed data into the sim.
  4. CRJ Manger and center of gravity

    The issue with max fuel in kg value versus lb despite pounds selected will be addressed.
  5. CRJ Planner VS DAVE Weights

    The difference you see is just a little difference of calculation. The LM starts from DOW, adds crew and then PAX and fuel and cargo. Dave starts with BOW which is DOW plus 4 crew (340 kg) and then PAX and fuel and cargo.
  6. Hi, did a test at FL360 and your weights. You can see from screens that I had about the same engine data. Standard clear weather. I started pretty stable with 81.5% N1, 1430 FF and M.742 - screen_01 I then increase the minimum my throttle levers can do which is 0.5% (which is a bit more than you can achieve with a single hit on F3). Remark: Make sure you corrected assignments if you want to use keyboard inputs F2 and F3 to Throttle decrease/increase as by default the assignment are not the same magnitude. With increased speed, the N1 and the FF climbs (increased turbine intake pressure) and by taking the throttle back a bit I stabilized at about the same 81.6% N1 but a 1490 FF a plus of 4.2% thrust. The speed stabilized at M.770 or +11 kts. - screen_02 Then reduced throttle to the same FF as started the exercise (1430) and the aircraft slowed down - screen_03 Arriving at M.074, I increased a bit again and stabilized at M.074 with a 1405 FF, a tad slower than started, a bit less 81.3 N1 and 1405 FF but burned 5445-4870=575 lb in these 10 minutes. My conclusion is that I can control the speed at about +/- 5kts or 0.03 mach. The aircraft is reacting correctly, it is just the resolution of our input device that may result in a small difference of actual versus desired speed. And a learning is that N1 is not the same thrust at different speeds as there is more airflow and a resulting higher FF when the speed increases. This also explains that at low speeds higher up it is difficult to accelerate.
  7. Need to see if I can reproduce this at FL360. Your actual weight and fuel would help to set things up.
  8. I have just done a short test at FL250. I have added 0.5% N1 which is about 5% more power. The result is a speed increase of 10 kts indicated after 8 min and reducing aircraft weight by 185 kg fuel burned. As parasite drag increases form speed, the induced drag is decreasing at the same time from less pitch due to decrease of weight and that why these small power changes have this speed effect. Nothing wrong with it. As we have no autothrottle, no CRJ pilot is chasing his speed target on the knot. Just let it fly!
  9. I wonder if this comes from wind gusts that AS are introducing. To check this, just fly with no weather and see if it turns then correctly. If you have crosswind with a high variability the effect may be as you see it.
  10. I have never used SPAD.next and I would like that you test without. Just assign your stick or yoke via normal axis and see again. Do you use pedals too?
  11. I have tried to reproduce your flight two situations. The first for the CLB at 9000 ft and the second for the CRZ at 20000 ft. In both cases I get sufficient extra power to climb or accelerate. The thing that puzzles me are with your settings, which are not the normal ones for the flight situation. But I guess you tried to go for higher power settings to get a better performance. If I do the same settings I get again all power I need to get out of those situations non normal flight parameters. I even put out the spoiler and would still be able to climb or accelerate. For the third situation which would be a typical one with CLB and accelerating to 250, I have a pitch of 10° to keeping 215kts and climbing with 2400 ft/min. I have no clue what would add so much drag to the plane. Could you tra to just use no weather and just make a standard climb through 5000 ft at 250 kts with default loading?
  12. Thank you for providing this short hop. Are you using a weather program? I can try to fly the same over the next two days. Can you try to fly the typical 250 kts below FL100 after cleaning up the flaps passing T speed.
  13. Not sure I understand: MAX is not maximum cruise it is Maximum continuous power. So moving throttles forward you should see: CRZ - CLB - TOGA - MAX With no or very little change on N1 when moving from the upper end of the (manual) CRZ range to the CLB dent.
  14. Can you give me your actual aircraft weight? Observations: Fuel is very little and certainly not correct for a flight - just good for landing. Temperature is very high: 18C at 9000 ft. I would need to check engine performance at that temp. Do you see the ice warning by chance?