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JRBarrett last won the day on June 24

JRBarrett had the most liked content!

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About JRBarrett

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    Privat Pilot - SEP

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  1. Highly recommended! I run this on a regular basis, especially after installing new software that might have downgraded an existing VCC redistributable.
  2. Unfortunately this is a common problem, and Microsoft is partly to blame. Their VCC runtime installers should either refuse to install an older version of a runtime if a newer one already exists on the computer, or at least give a warning message that the existing runtime is about to be replaced by an older version, requiring the user to either approve or cancel the reversion before it actually gets installed.
  3. Yes, a massive overloading of the aircraft could cause that problem for sure. Glad you found it. Do understand though, that if you are in managed speed mode in climb, decreasing the airspeed setting will only make the nose pitch up farther than it already is. The only way to get the nose to pitch down is to dial in a higher airspeed.
  4. The only time the spoilers will automatically deploy on any CRJ is on landing. If they are coming out by themselves in flight, it would seem to indicate something is corrupt or otherwise bugged in your installation, or you may have an axis or switch in your hardware that has been inadvertently assigned to spoilers. Either problem could have something to do with the problems you are experiencing. In your first screen shot, the commanded speed shows 180 knots, which should never be done at that high of an altitude. If the commanded speed went to 180 by itself, then there is definitely something buggy in your installation. I normally climb at 240 knots below 10,000 feet with the power levers set in the climb detent (one notch back from TOGA) after gear and flaps are retracted. At 10,000 feet, I increase the speed knob to 290 knots. This will cause the aircraft to pitch down to accelerate to the new commanded speed, and the rate of climb may briefly reduce to near zero for a few moments, but once the new higher speed is achieved, the nose will gradually pitch up again, and rate of climb will start to increase. In managed speed climb, where airspeed is controlled by pitch, you cannot directly control the climb rate. The rate you get will depend on aircraft weight and outside air temperature. It can vary up and down throughout the climb. It may briefly drop to near zero from time to time if the outside air temperature is unusually warm, or the wind direction shifts, but it will usually start increasing again. When you are in a speed mode climb, you should never get impatient and try to directly control climb rate by changing the airspeed setting. In speed mode, rate of climb will not be constant, it will vary throughout the climb. I cannot over-emphasize one thing too much. If you are using speed mode to climb, you should never, under any circumstances, set the speed knob any lower than 250 knots, above 10,000 feet, (and 290 to 320 knots would be preferred).
  5. As Hoffie and Emanuel said, you are flying much too slow in the climb. In climb mode, the aircraft uses pitch to control airspeed. You are telling the aircraft to climb at 190 knots. With the engines set at climb thrust, the only way the aircraft can achieve 190 knots is to pitch the nose way higher than normal. In your first screen shot, the PFD shows your pitch angle is almost 10 degrees. At that high of a pitch angle, drag is going to become massive, and lift will be very low. Above 10,000 feet, the CRJ should climb at an indicated airspeed of at least 270 knots, but performance will be even better at 290 to 310 knots. The wing is designed to be most efficient (maximum lift and minimum drag) at that speed range.
  6. Luc, I hope the APU door system on the 700/900 is more robust than on the 200. Since you fly the 200 as well, I’m sure you have encountered the “DOOR INHIBIT CLOSED” message from time to time when trying to start the APU during descent or after landing. Normally not difficult for maintenance to clear the fault, but “no APU for you” until it is cleared. The APU door position sensing system on the 200 is a poorly-designed cheap piece of [censored]
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  9. The LEGS page would be the proper place to clear a discontinuity, rather than the FPLN page. There are some other problems though. You are trying to load an RNP approach, and a real CRJ is not legally authorized or even capable of flying an RNP-based RNAV approach. In the real aircraft database, none of the LOWI approaches prefixed with “RNP” would even appear on the approach page as options. You would be limited to the LOC 26, or the LOC DME E or LOC DME W. In the Navigraph database, every available approach for a given airport will be present. Although the sim version of the CRJ might try to load an RNP procedure, there is no guarantee it will be able to make sense of it or fly it correctly. For one thing, RNP requires an aircraft with a full VNAV system, which the CRJ doesn’t have.
  10. I just completed this flight, and I did have an LNAV problem. I used the same flight plan and aircraft. ASPD3 (Beta 7) weather was active, which gave almost a direct tailwind of 46 knots at FL 370 NO problems on the J523 segment, but the aircraft left the NAV track between BCE and TCS. That is a 361 nm direct leg between those two waypoints. When I was about 1/3 along the route segment, 133 nm past BCE, with 228 nm still to go to TCS. the aircraft slowly turned about 40 degrees to the left, and started flying away from the course line. I let it go about 10 miles, and it showed no signs of coming back. I went to HDG select, and steered back onto the course line. I was about 208 nm from TCS when I was back on the course line. I then did a DIR INTC to TCS, EXEC, and went back to NAV mode. The aircraft continued on the track to TCS, then make the turn to MRF. The rest of the flight went smoothly without further deviations.
  11. I’m not sure that the CRJ uses TFDI RealLight? Perhaps Hans can confirm. The CRJ installer does appear to install TrueGlass. I disabled both dlls in the P3D /gauges folder by renaming them, because both are VRAM hogs. One or the other dll might indeed be responsible for a drop-off in performance after an hour or two of flight. I’ve seen that reported in the LM forums by users of several different add-on aircraft.
  12. Thanks. I will try this flight. Were you using Active Sky or other r/w weather?
  13. This is very strange. My experience has been just the opposite. In P3D 4.5, The CRJ Pro had definite and continuous frame rate fluctuations. Not enough to make the aircraft unflyable, but noticeable. In P3D 5, the CRJ is absolutely smooth, no fluctuations at all, and certainly comparable to FSL, PMDG or other add-ons that have been released for V5. My frame rates are externally locked at 30, and the CRJ has no problem maintaining that. My computer hardware did not change going from 4.5 to 5, other than the fact that I do update my graphics drivers on a regular basis as new versions are released by Nvidia I know Hans is looking into the graphics drawing calls that the CRJ uses to see if there are ways to optimize things further. Obviously not every user is seeing frame rate problems, and I’m curious as to why that may be. I’m assuming that is has something to do with specific CPU/GPU combinations. My CPU is an older 4790K OC to 4.2 GHz. My GPU is a newer GTX-1080 Ti, with 11 GB.
  14. What was the model (550, 700 900 or 1000) and flight plan? Do you recall at what point the aircraft made a 180 degree turn, and at what point it drifted off of the route by 50 miles? Will try to duplicate.
  15. I am out of ideas. My insight is gleaned from previous posts regarding this problem in the CRJ and Aerosoft Airbus. The most common fix appears to have been to insure that the setting in the config file is COCKPIT_HIGH_LOD=1. At least one Airbus customer solved it by deleting the Prepar3D.cfg file entirely, which will build a fresh copy the next time the sim is launched. If you try that, be sure to make a note of all your current sim preferred graphics settings, as you will have to restore them afterwards. When you delete the config file, on the next launch of the sim, it will load the default F35 fighter at Randolph AFB, with all the default graphics settings that were present when you first installed P3D. The config file can definitely get corrupted - especially if the sim CTDs unexpectedly.
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