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787 and CRJ-200 Development

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Re: 787 and CRJ-200 Development

Postby nickyivyca » Mon Oct 18, 2010 12:14 am

It depends on how much time I have this week-I don't think I'll have much because I have an English project due Thursday. Friday night is probably my goal.

By the way, the max altitude is 41000 feet. I think this is also improved in what I have now.
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Re: 787 and CRJ-200 Development

Postby Chrison » Mon Oct 18, 2010 3:29 am

nickyivyca wrote:It depends on how much time I have this week-I don't think I'll have much because I have an English project due Thursday. Friday night is probably my goal.

By the way, the max altitude is 41000 feet. I think this is also improved in what I have now.


If I understand you correctly, the "real life" maximum altitude of the CRJ-200 is FL410. I'm not sure why, but the version I'm flying is very sensitive above FL320 and the slight "twitch" causes it to go out of control and crash. So, I'm looking forward to an update that (hopefully? maybe?) fix that.

Btw, I know all too well how "real life" can put a crimp on our fun in the FG world, so that question about when an update would be coming was NOT a "hurry up" kinda thing but, rather, was just my curiosity getting the best of me. ;)

Thanks for your help!

Regards,

Chris
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Re: 787 and CRJ-200 Development

Postby redneck » Mon Oct 18, 2010 4:14 am

Out of control and crash out from FL320?! Poor spin recovery technique maybe? Until it's fixed, try PARED.
Power off
Ailerons neutral
Rudder full opposite to the direction of the spin
Elevator down
Dive recovery

Remember to add power as you recover from the dive to prevent secondary stall. Maybe I'll take it out for a spin tomorrow too :wink:

Just tried it myself. If you maintain 250 kts up to 10,000, then 300 kts up to Mach 0.74, you can climb fast up to FL225, and then at 1000 fpm up to FL385, and THEN it should struggle to maintain speed. So then you lower the climb rate to 500. You should have no problems at FL320 as long as you manage your climb properly. Atm, the only problem I see with the CRJ-200 is that the VS hold is kinda sensitive.
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Re: 787 and CRJ-200 Development

Postby nickyivyca » Thu Oct 21, 2010 7:21 am

I think the elevator authority has been reduced a bit in the new FDM that I have.

I also have a question. So, what I've been doing over the past months is spending most of my development time on the 787, with the rest spent on most the CRJ-200 and a bit on BAe-146. I was thinking about how the CRJ-200 and 146 are in or past production, and the 787 is still in the testing phase. Wouldn't it be easier to work on a finalized aircraft before a non-finalized aircraft? The 787's real life design is pretty finiaized, though. This is what I'm looking for input on. My schedule is quite tight for the next month or so, and I want to know what people are looking for most in developments of aircraft. (mostly between 787 and CRJ-200 I'm only responsible for the FDM on the 146, unlike everything on these two.)
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Re: 787 and CRJ-200 Development

Postby Chrison » Thu Oct 21, 2010 11:43 am

redneck wrote:Out of control and crash out from FL320?! Poor spin recovery technique maybe? Until it's fixed, try PARED.
Power off
Ailerons neutral
Rudder full opposite to the direction of the spin
Elevator down
Dive recovery

Remember to add power as you recover from the dive to prevent secondary stall. Maybe I'll take it out for a spin tomorrow too :wink:


I have never been good at stall recover, so thanks for the reminder on how it "should" be done. ;)

redneck wrote:Just tried it myself. If you maintain 250 kts up to 10,000, then 300 kts up to Mach 0.74, you can climb fast up to FL225, and then at 1000 fpm up to FL385, and THEN it should struggle to maintain speed. So then you lower the climb rate to 500. You should have no problems at FL320 as long as you manage your climb properly. Atm, the only problem I see with the CRJ-200 is that the VS hold is kinda sensitive.


My take-off procedure is 250 kts @ 2,500 fpm up to 10,000, then 300 kts @ 2,000 fpm until the speed starts to drop (usually around FL250 or so), and then 1,000 fpm to cruising altitude. I'm not sure if that's "proper" but that's my routine.

Not sure what you mean by "sensitive" but I have noticed that the VS hold on the CRJ-200 isn't all that accurate. It will hold altitude well (unlike some aircraft that weave up and down instead of holding), but if I set it to FL300 it will often settle and hold at FL310 or more. I know it will never be exact, but a difference of 1,000 ft or more is a bit much. :)

Regards,

Chris
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Re: 787 and CRJ-200 Development

Postby redneck » Thu Oct 21, 2010 1:39 pm

Chrison wrote:My take-off procedure is 250 kts @ 2,500 fpm up to 10,000, then 300 kts @ 2,000 fpm until the speed starts to drop (usually around FL250 or so), and then 1,000 fpm to cruising altitude. I'm not sure if that's "proper" but that's my routine.

That's not proper. You want to maintain maximum climb rate by using full throttle and only pitch for speed control until you are cruising. Your speed in KIAS should not drop until you reach mach 0.74.
Chrison wrote:Not sure what you mean by "sensitive"

Well, when the nose rises and drops fast enough to snap the plane in half like a pencil, it's way too sensitive.
Chrison wrote:but if I set it to FL300 it will often settle and hold at FL310 or more.

Okay, how are you figuring this? The altimeter reads 30,000 and the HUD reads at least 31,000? If so, it sounds like you're having an issue. I don't experience this issue. It's usually off by no more than 300 ft. You do have the altimeter set to 29.92 inHg (default) above 18,000, right?
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Re: 787 and CRJ-200 Development

Postby Chrison » Fri Oct 22, 2010 11:32 am

redneck wrote:
Chrison wrote:My take-off procedure is 250 kts @ 2,500 fpm up to 10,000, then 300 kts @ 2,000 fpm until the speed starts to drop (usually around FL250 or so), and then 1,000 fpm to cruising altitude. I'm not sure if that's "proper" but that's my routine.

That's not proper. You want to maintain maximum climb rate by using full throttle and only pitch for speed control until you are cruising. Your speed in KIAS should not drop until you reach mach 0.74.


Okay, I'll try that.

redneck wrote:
Chrison wrote:Not sure what you mean by "sensitive"

Well, when the nose rises and drops fast enough to snap the plane in half like a pencil, it's way too sensitive.


LOL! Good point! One thing I don't like with the CRJ-200 is that it indeed "bounces" when you first change the A/P VS. Ruins the realism a bit, eh?

redneck wrote:
Chrison wrote:but if I set it to FL300 it will often settle and hold at FL310 or more.

Okay, how are you figuring this? The altimeter reads 30,000 and the HUD reads at least 31,000? If so, it sounds like you're having an issue. I don't experience this issue. It's usually off by no more than 300 ft. You do have the altimeter set to 29.92 inHg (default) above 18,000, right?


Yes, that's right... the Alt Hold on my HUD will show 30,000 but the Altimeter reading will show well above that, sometimes by more than a thousand feet. This might be some sort of glitch as it doesn't always happen. And, yes, I leave the atimeter at 29.92 when at high altitude. Btw, when it does this I *can* get it closer by playing with the altimeter, but no where near close enough to be accurate.

Next time it does, I'll pop a picture and post here if I remember.

Btw, none of these things I've noted are "biggies" in my mind, and the CRJ-200 is still one of my favorite aircraft. I don't fly it regularly because I just can't stay away from the MD-81, but I'd rather fly it than 99% of the other aircraft out there. So, again, please don't take any of this as my "complaining".... I'm just noting some of the "quirks" I've seen.

Regards,

Chris
Last edited by Chrison on Fri Oct 22, 2010 7:55 pm, edited 1 time in total.
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Re: 787 and CRJ-200 Development

Postby redneck » Fri Oct 22, 2010 12:48 pm

Chrison wrote:please don't take any of this as my "complaining".... I'm just noting some of the "quirks" I've seen.

I wouldn't worry too much about this. If I were an aircraft developer, I'd be happy to get all the feedback I can get, good and bad. The bad stuff is much more important really, b/c then that helps fill up the developer's todo list, so he can make the plane better.
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Re: 787 and CRJ-200 Development

Postby Rick Ace » Fri Oct 22, 2010 7:33 pm

redneck wrote:Okay, how are you figuring this? The altimeter reads 30,000 and the HUD reads at least 31,000? If so, it sounds like you're having an issue. I don't experience this issue. It's usually off by no more than 300 ft. You do have the altimeter set to 29.92 inHg (default) above 18,000, right?

Really? The 777-200ER can be off by 2,000ft some times.
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Re: 787 and CRJ-200 Development

Postby redneck » Fri Oct 22, 2010 7:44 pm

That is really weird! I've never had that happen to me.
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Re: 787 and CRJ-200 Development

Postby Chrison » Fri Oct 22, 2010 7:57 pm

Rick Ace wrote:Really? The 777-200ER can be off by 2,000ft some times.


I haven't noticed this with the 777-200ER but, then again, I don't fly that aircraft much. But it *definitely* is a once-in-awhile issue with the CRJ-200. Gonna take screen pics next time it happens and post here.

Regards,

Chris
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Re: 787 and CRJ-200 Development

Postby nickyivyca » Sat Oct 23, 2010 5:38 am

New CRJ-200 Release!

http://www.mediafire.com/?rlbpjov7agratcq

Lots of FDM updates, and more liveries.
-Approach speed messed with a lot, stalls are better now
-The ballast and the elevator authority have been more balanced out
-AP's glideslope much less spazzy-thanks Dany93!
-Liveries added: Delta Connection (ASA, New and Comair, Old), Adria Airways (Star Alliance), Continental Express (those by JcHnd, used with permission), and US Airways Express, based off of Skyop's livery, and modified by me:

Image

The livery is a CRJ-200 I saw at KPHL. It is still not done, I need to add the weird flowing marks on the rear part. The other liveries are probably not completely done, I may want to add some more detail and do some touchups.

This release is intended as a precursor to a front page-ready release. I'm looking for feedback on bits of things. For the next release, I intend to make the service ceiling realistic, and also add a glass shader to the windshield.

As for the 787? I'll try to come out with a release tomorrow or Sunday. Probably the example of the top Electric part of the OHP will be used as an example of how I plan to do the rest of the cockpit.
Last edited by nickyivyca on Sat Oct 23, 2010 5:49 am, edited 1 time in total.
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Re: 787 and CRJ-200 Development

Postby skyop » Sat Oct 23, 2010 5:42 am

Nice job. ;)

If you wish, you can use the PFD and MFD instruments from the CRJ900. Both are in a mature state and no further development is planned; EICAS is still uncertain, as I may add elements later on.
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Re: 787 and CRJ-200 Development

Postby Chrison » Sat Oct 23, 2010 1:14 pm

This version is much nicer! The violent "bounce" when the VS or Alt Hold settings are changed is gone (there's a slight "bounce" but very gentle and hardly noticeable), and the aircraft seems much less "touchy" than the earlier version. Thanks!

The variance between the altimeter and Alt Hold is still there, though. I can't figure out how to attach an image to the message or I'd include one, but I'm currently flying with the Alt Hold set at FL320 (altimeter is 29.92) and the altimeter says I'm at 30,906 ft. Strange!

Anyway, this version is a HUGE improvement! Thanks again...

Regards,

Chris
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Re: 787 and CRJ-200 Development

Postby redneck » Sat Oct 23, 2010 1:47 pm

You need to host your image at a file hosting site like Picasa or image shack, and then provide a link to the picture, not the album, with img tags.
Anyway, I'm gonna check this out.
Hey, any chance I can expect to see Skyop's improved AP in here? And what about auto brakes and whatnot. I've been kinda spoiled lately :mrgreen:

In flight review:
The plane struggles to continue climbing at 1000 fpm, 300 KIAS at FL2440.
Plane approaches best at 145 KIAS, not 120 as described in the FDM, with 14 percent fuel load, and default payload.
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