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  1. And initial testing is promising... IXEG XP12 initial testing.mp4
    19 points
  2. I foresee two 'events' with regards to the 733. Event 1 is "port to XP12 'as is'. Event 2 is 'upgrades beyond the port'. The goal of event 1 is to get it to work in XP12 the way it does in XP11 given XPlane changes. Those who have made 733 purchases since early this year will certainly get the XP12 port version for free as stated on the XA product page. Beyond that XP12 port though, we have not made any determinations about what may or may not constitute a 'paid upgrade' beyond the fact that it shouldn't be egregious or outlandish. Regarding features 'beyond the xp12 port'... we have and hear arugments all the time for/against variants, cargo versions, etc and have not made up our minds yet about what may be next. The obvious things todo are the FMS work and upgrading all the 3D/textures/animations. As far as MSFS, a lot of us developers have kept an eye out on the whole market/dev process and a port is not a trivial thing, regardless of what Fenix / inisim is doing. We're talking multiple 1000s of man hours easily, and at my age and road traveled, that's a tall order.....regardless of the money potential. I rather enjoy my little world in X-Plane and those users who also see the same value in it. Perhaps Fenix, iniSim or someone else can do a 737-300. I can't speak for any other devs in the X-Aviation ecosystem, but for our part, we'll probably stick to X-plane with the 733...best I can tell from today. -TomK
    17 points
  3. The XP12 "compatibility" work is underway FYI. First order of business is to get it flying as it does now in XP11, and then to begin improvements. -TomK
    7 points
  4. I still fly the -300, have hundreds of hours on it, it is still the best feeling aircraft to fly, way better than anything MSFS has to offer, better feeling than Zibo and is a nice challenge with it's limitations. Really enjoy the Felis 747-200 for the same reasons, it is completely manual VNAV and INS system, IXEG is like a Tesla compared to that dinosaur! More than willing to pay for an upgrade to XP12, of course we have waited a long time for an upgrade for XP11, but the developers have been very transparent with the reasons for it not happening, which is totally acceptable. If it was to happen for XP12 then that would be a stroke of fortune and good timing, since the team have found some time to put development work into it.
    3 points
  5. Version 1.1.0

    29 downloads

    This livery is very much inspired by Kirk Smith and his winning design for the Diamond DA50 RG. And of course some adaptations has been made to make it fit the CL650 fuselage. Hope this will spread i little colour on the biz jet world. -------------------------------------------------------------------------------------------------------------------------------------------------------- Note version number: Initial version 1.0.0 is tested in XP11 with Challenger version 1.6.1 Version 1.1.0 is tested in XP12-beta 9 with Challenger 1.7 beta 36
    3 points
  6. If this is such a huge focus for you (you've mentioned doors multiple times now), you were never really the target customer for IXEG anyhow. Hate to say that, but it's true.
    3 points
  7. The engines start fine :-)
    2 points
  8. Version 3.0.0

    31 downloads

    Based on Sparfell's Challenger 605 OE-IIX, operated for Toto Wolff. At the rear of the fuselage there is a small difference in where a couple of lines match up. If you complain about this I will come to your house and rob your mousepad. Thanks
    2 points
  9. Version 2.0.0

    37 downloads

    Fictional adaptation of Exxaero's Falcon 900 PH-DTF for the Hot Start Challenger 650
    2 points
  10. I am a aware of this issue. Thanks for reporting it. It has been fixed in the private developer version of gizmo. We are in the developer beta and bug fix phase. Hopefully the new version will be ready for public release soon.
    2 points
  11. I'm thoroughly enjoying this well designed and, as far as I can tell, accurate simulation. It is a real delight to fly. But how do my expensive passengers really feel? Graeme (Reflected Reality Simulations) makes mention of this in one of his excellent instructional videos. When disembarking, my passengers always thank me for the flight, but are they really happy with that +300fpm landing, maybe a bounce and then a less than comfortable deceleration as I rapidly run out of tarmac? Or was the elderly millionaire couple unsettled by the fighter jet like departure followed by discomfort in their ears as we climbed a little too quickly? Did they really have to wear their seatbelts for the whole flight because I forgot to turn off the sign? Why did we stop so harshly at the gate? It would be interesting to gauge whether the flight has been smooth from gate to gate. Is there a way to measure the parameters of the whole flight? G-forces, vertical speed, acceleration/deceleration, etc. Is there a way that this information could be displayed in the form of a passenger satisfaction survey after the passengers have disemabarked? It would add that extra depth of immersion. Obviously, it would not apply when there are no passengers embarked, ie. Training flights! I note that Zibo has a approach and landing rating display in his excellent 737-800 simulation, the only rating, other than landing rates plugins I am aware of. I would love to try and develop something along these lines but my software skills are very basic, as in none! Anyway just an idea to add further immersion to an already peerless simulation.
    2 points
  12. Here are the things that can ruin the perfectly executed trip in challenging weather or otherwise: Did the wifi/internet and TV (if equipped) work seamlessly? Was the car (that they arranged and gave us zero info on) there on time ramp-side (if allowed)? If not - was there a van ready to take them to the jet from the FBO ramp-side door to the plane - even after the passenger(s) wandered off to the restroom or took a 10 minute phone call and the van couldn't wait any longer? Did we have umbrellas ready despite arranging the van in the rain - not knowing they wanted to walk or didn't want to wait (due to what happened just prior?) Were we able to get the obscure flavor of coffee flavored M&M's that the lead asked for 2 hours prior to the trip? Did the printer work? Were we able to fit the 4ft long scale model of the yacht in the wooden crate - that we didn't know was coming - into the baggage compartment? What about the artwork? Were we able to deal with the last minute notification that the passengers were bringing a dog with them on this international leg? Were we able to work through the issues created when the passengers decided to leave a passport at home - with zero impact to the passenger? Or related - did a passenger bringing a passport number not matching the information on the manifest cause any delays? Were we able to change the weather and depart in the moderate freezing rain on time? Was the rental SUV they had us arrange on their behalf without giving us basic info (drivers license, loyalty numbers) adjacent the airplane on arrival - with no requirement for them to 'go inside' to show a DL or CC? Were the chicken tenders the boss asked for still appetizing after sitting in the convection oven for 5 hours before she decided to come get them at Top of Descent? (no FA) The rest of the A to B stuff is part of the base expectation.
    2 points
  13. There's a thread on XP12 progress over in the general discussion area:
    2 points
  14. It has been awhile since I have flown -400 but your main concern is TAT inflight. 10 degrees TAT or colder and visible moisture inflight is considered icing conditions. On the ground SAT is not accurate unless you have an asperated Rosemount TAT probe. Even then it's better to use current METAR because it's more accurate. The only times pilots really check SAT inflight is during climb or cruise if SAT is below -40 in the clouds you can turn off engine anti-ice and save a little fuel.
    2 points
  15. I will note this for a possible future expansion of the “passenger simulation”. Thanks
    2 points
  16. Version 1.0.0

    82 downloads

    Fictional - AirShare only operates Challenger 300s but here's their livery on the Challenger 650. This is in no way affiliated with AirShare. Please do not modify and redistribute without permission.
    2 points
  17. The course will never appear in preset nav, that’s one of the oddities of nav-to-nav transfer (the name for FMS to ILS auto-transition), and why I recommend setting it manually if radar vectors are expected. I found this weird too, and not how I would have designed it, but it’s just how the Challenger is. When nav-to-nav transfer is able to work, you’ll see blue indications of localiser and glideslope deviation, both as blue diamonds on the deviation scales in the attitude/svs part of the PFD, as well as the CDI at the bottom with blue dashed “ghost” needles. You should have FMS1 as the nav source on the left side, and FMS2 on the right side. Make sure baro settings are sync’d too. Press the approach mode on the autopilot and you should see white LOC1 and GS indications on the FMA strip at the top of the PFD. Even then, it will hang onto FMS nav for as long as it can, until nearly established on the final approach track, then it will swap to LOC navigation. If you’re not on the glideslope, you may need to adjust VS or pitch to capture the glide properly. Normal pilots rules apply : if it’s not doing what you expect, don’t just sit there, make it do it! Change nav source manually and fly the ILS. This is why, personally, I always set the course on preset nav as part of approach preparation. Hope that makes sense.
    2 points
  18. Collin's Nav-to-Nav transfer has always been finnicky, whether it was the PL4, PL21, or PL21 Enhanced. There are many things that can trip it up. One is executing an FMS change on legs page right at the 30 NM distance from ARP. If that happens, the LOC may tune but the CDI will auto set to the inbound course. Found this out the hard on the LDA Rwy 25 into KEGE one day after ATC cleared direct to QNDRY just as we were passing the 30 NM from ARP point. The LOC tuned on both sides, and it auto set the inbound course on the right side (I was PM that leg) but on captain's side, it didn't set the inbound course correctly. When APPR was pressed passing AIGLE, which you must do on this approach because of the stepdown fixes in the intermediate segment are above the LDA GS, we found the CDI turned about 90 degrees from the inbound LDA course. Hold the DME at the wrong time, like on the ILS 6 at TEB is another trap for Nav-to-Nav transfer. Hold the DME after it has done the Nav-to-Nav transfer tuning inside the 30 NM from the ARP. Rich Boll
    1 point
  19. I really hope that the PT-19 will be updated for X-Plane 12. It's a great plane and rather unique. Unfortunately, most simmers seem to like following a magenta line instead of looking out of the window...
    1 point
  20. Oh thank you very much. I haven't seen the ready command "Control wheel steering mode" before - I'm an idiot. I've been struggling with this for 2 hours - I tried with CWS A and CWS B, but they are completely different commands. I was already starting to sculpt with lua scripts. And also without success. Thanks again
    1 point
  21. Here we go , at last a dual annunciator with one tactile switch . Fuel panel right boost pump … glad it’s working IMG_2998.MOV
    1 point
  22. I have 3 24" 1080 monitors. In XP settings I just set 1 monitor to full screen with a custom resolution of 5760x1080. I've always done it this way. I watched a video about it 2 or 3 years ago saying it was the best way to do it. When I tried to setup individual monitors, it was very frustrating to get them to line up just right with the offsets, plus it seemed to kill my FPS. This way has always worked for me and I've never had issues. Maybe I'll try again actually setting up 3 monitors separately. I do have a new graphics card now than I did 3 years ago. I'll let you know if have any improvement. Thanks for the suggestion!
    1 point
  23. Glad you figured out the issue, the fact it was a multiple monitor setup was definitely key missing information. But changing the resolution and having a single render window that stretches across the entire desktop doesn’t sound like how one is meant to set up XP for multiple monitors. That’s the whole point of view offsets. But maybe I’m misunderstanding what you’ve done. ¯\_(ツ)_/¯
    1 point
  24. Dear X-Plane Experts I am a professional air force pilot flying the Challenger in the real world. However, I struggle with installing and using properly the Challenger SIM application for X-plane - everything seems to be quite complicated. I wonder, who could support me in setting up a good reliable system that comes as close as possible to the real world? As a flight instructor I would like to use x-plane 11 / Challenger 650 as a more than welcome additional training tool and propose it to all our flight crews. So far, I own the following hardware: - a Mac M1 Max powerbook (I prefer Mac to WIN) - a HP Reverb G2 (seems to be not very dependable and reliable) - a WIN 10 Game Computer with a Geforce 2080 TI (I am no WIN hard-/software geek) - I ordered a Honeycomb A and B (Yoke and Pedestal) - should arrive within the next few days My goal would be to use as much as possible the "original switches, buttons, etc." in the virtual cockpit meaning to use the yoke and thrust pedestal only for flying manually. May I call this a mixed hardware/VR environment? Anyone who has the same approach? Is there anyone out there who also flies the real Challenger 650 as myself? VR is not my primary goal, although the immersion is of course unmatched. I rather prefer a stable, robust system - as the real Challenger is by the way, too! Any support would be highly welcome. Of course, depending on the level of support offered, I would be willing to pay for. As another possibility of "payback" I can offer my flying experience on the real plane ... I know it really well. Thank you and best wishes Matthias Kalt (mail: mkalt@me.com) Capt CL604/650 Swiss AF
    1 point
  25. Hi, I'm very glad that you get things working so far. Just a quick note. Sliders support two modes, the command mode with three commands (up, middle, down) and a dataref mode for min/max values. There is actually an example in the documentation: { ch = 11, cc = 0, type = "sld", dataref = "tbm900/knobs/lights/panel_brt", value_min = 0, value_max = 0.90 } What do you exactly mean with the following sentence? There is not really a ID for MIDI devices. Just same name and the two ports. Thanks, Marco
    1 point
  26. View File Hot Start Challenger 650 - C-GFHS (Nav Canada Flight Inspection - Fictional) Fictional rendition of Nav Canada's CRJ-200ER Flight Inspection aircraft for the Hot Start Challenger 650. Submitter ois650 Submitted 11/17/2022 Category Hot Start Challenger 650 Livery For https://www.x-aviation.com/catalog/product_info.php/take-command-hot-start-challenger-650-p-212  
    1 point
  27. Version 1.0.0

    18 downloads

    Fictional rendition of Nav Canada's CRJ-200ER Flight Inspection aircraft for the Hot Start Challenger 650.
    1 point
  28. Every developer/store has its own policies, or just thinking about how to do stuff. We (the developers) know, since we are in daily contact with Laminar, that X-Plane 12 is in a phase that some things will change in the near future. If a developer choose to ship an aircraft now, and have to redo some stuff, when the changes will arrive, good for him/her. Though, in the meanwhile, something might not work right, until the developer patch it, and the user experience is not going to be great. Another developer might choose to postpone the release, until he/she has the confidence that the product will perform (almost) perfect as intended, and give the user a much better experience. In both cases, will be user that will complain for the one or the other. You can't satisfy all. But if you are 'anxious' that no one here cares about bringing our aircraft up to XP12 standards, you should not. Beyond that there are many new aircraft under development from all the teams having product in X-Aviation store, that have not hit the market yet, almost all existing ones, are actively being in the works for that. For example, a few days ago I announced the first LES aircraft getting ready for XP12.
    1 point
  29. Version 1.1.0

    648 downloads

    This repaint is made for the payware Challenger 650 by Hotstart. This paint was taken from a variety of close-up photos of the aircraft. Installation: To install, just extract the liveries file to: .......\X-Plane 11\Aircraft\X-Aviation\CL650\liveries Optional if you want netjets specific extra's extract plugins folder content to: (WARNING IT WILL AFFECT ALL LIVERIES, BACKUP THE FOLDER OTHERWISE A FRESH REINSTALL WILL BE NEEDED TO REVERT) .......\X-Plane 11\Aircraft\X-Aviation\CL650\plugins Start the simulator and enjoy!! Side notes: If you have any issues missing the QS, on the FMS on the Tuning page 2 you can add the QS in Flight-ID If you want to use aspects of the livery in your paints you must credit this one or myself & John if your will be publicly downloaded. If you like the livery, feel free to leave some feedback and if you spot any errors, please do point them out! Matteo & John
    1 point
  30. View File Hot Start Challenger 650 - PH-DTF Exxaero (Max Verstappen) Fictional adaptation of Exxaero's Falcon 900 PH-DTF for the Hot Start Challenger 650 Submitter ois650 Submitted 11/10/2022 Category Hot Start Challenger 650 Livery For https://www.x-aviation.com/catalog/product_info.php/take-command-hot-start-challenger-650-p-212  
    1 point
  31. This is a really interesting topic.......the ability to evaluate how safely/smoothly you got the plane from point a to point b. For me currently I know I can get to point b in one piece....but in the real world how well did I do it? It would be really cool to get a report of....you left your landing lights on (Toto) or you violated the altitude/speed restriction on your SID.
    1 point
  32. I've tried various flight plan / airport combinations, all with the same result. It crashes the moment I try entering the ORIGIN location.
    1 point
  33. Version 1.0.0

    206 downloads

    This is a blue and grey paint scheme that was based off N703MD, which is a Falcon 7x. I know it's a Falcon and not a Challenger but I thought the paint looked cool and wanted to put it on the Challenger. Enjoy!
    1 point
  34. Ok, yes, XP11 has the non-beta Challenger installed. Will uninstall before copying over. Thanks. Looks as if you are almost everywhere to help. Very much appreciated.
    1 point
  35. O.M.G.. I got it to work! The profile example had different cc values than the .toml, so I edited a few to match the .toml file and lo and behold, X-plane 11 responded! One quirk, the cc set function in loupdeck live appears to send two values, you can't send just one. The first is in a dropdown list, the second is typed by hand. I assume that the first, having labels, are intended to make selection easier because the labels would guide that value, presumably specific categories of actions, while the second selects values within that action. In the case of CMidiCtrl, the commands appear to use only one of these values, so I selected 127 as the second value and x-plane seems to respond fine. It receives both values but ignores the second. Seem right? Next step will be to modify the spreadsheet that shows the B737 commands and select the cc values, types, and commands it for what I want to do with the Loupedeck, which is to control the knobs of the G1000. I have the Honeycomb yoke and throttle quadrants that work fine for most things, including the autopilot, but controlling the G1000 knobs with head tracking on and in real time (e.g. flying IFR with PilotEdge) is too much of a pain, as is changing comm frequencies. I have been dreaming of control knobs I can program and it seems that I can finally get my way!!!
    1 point
  36. Early work-in-progress...but eh....why not...could be fun. Just don't answer the phone if it rings after watching this video. exhaust_opt2.mp4
    1 point
  37. Version 1.0.0

    87 downloads

    Based on real world CL650 OY-LLG operated by Sun-Air. I had to take some creative liberties with the cheatline as it did not fit 100% on the model as per the real airframe and I couldn't get the line to intersect the nose, cabin door, overwing exit and APU area closely to the real airframe without it - I hope the end result is ok! The registration CANNOT be changed due to limitation of this airframe having a wing registration so I opted not to use the built-in registration feature and painted the registration on the livery itself. NOTE: Painted for XP12's new lighting engine - NOT tested in XP11. Appearance may be unsatisfactory in XP11 Features: Custom airframe-specific placards Adjusted AO layers Custom cabin interior based on real airframe with custom carpet normal maps Not to be distributed or copied without explicit permission.
    1 point
  38. Version 1.1.1

    720 downloads

    Based loosely off of the real world G-LCDH but with my own flair! Presented with a fictional registration (M-DPRF) as she is based in the Isle of Man but you are free to change the airframe registration to your preference in the Hot Start Airframe Manager. Features: Beautiful custom PBR metallic effect Adjusted AO layers Colour-adjusted exterior labels Custom antenna colours Not to be distributed or copied without explicit permission.
    1 point
  39. Reference material - https://www.smartcockpit.com/docs/CL605-FUEL_SYSTEM.pdf Page: 16 Fuel tanks are expected to be within 400 lbs / 181 kgs of each other on taxi / takeoff / landing OR 800 lbs / 362 kgs during flight, to avoid Fuel Imbalance EICAS message. First, orient yourself on the overhead panel, we'll be working in the 2nd row (or middle row) of the FUEL panel area. (Fuel.PNG) All three of these buttons should be extinguished under normal operations. Gravity XFLOW Press to begin the process, there's a 1 second delay after pushing the button for it to illuminate OPEN. This will allow fuel to flow freely between both main (wing-based) tanks. There is no EICAS notification that this is open/occurring. (gravity.png) To observe what's happening in the sim. You can go to the Challenger 650 menu -> Study -> Engines -> Fuel System... You'll notice that whatever Main Tank (either Left or Right) has more fuel that this will continue to consume, whereas the side with less fuel will not. Thus balancing the tanks. L (R) to AUX XFLOW Press the appropriate button to begin the process, there's a 1 second delay after pushing the button for it to illuminate ON. This will remove fuel from whatever side is select and transfer it to the auxiliary tank. Determine which tank has more weight in fuel Left side? Choose L to AUX (L to AUX.png) Right side? Choose R to AUX (R to AUX.png) There is a lock out mechanism that does not allow you to press the opposite button when one is already selected. Pressing L to AUX, for example, then pressing R to AUX, will no longer illuminate the L to AUX button. Pressing the R to AUX button again will resume the L to AUX transfer and the button will illuminate ON again. Once you're done balancing the tank, make sure to deselect the previously selected L (R) to AUX button. The aircraft will now suspend fuel consumption from the two main tanks and pull from the AUX tank until depleted. *Edit* Thanks! @airforce2 As long as a main tank is below 93% full, the aux tank feeds the main tank to maintain the level at 93%. Once a main drops to 93%, the main quantity will remain constant and the aux level will drop. It will appear that the engines are burning from the aux tank, but in reality the engines are burning from the mains and that fuel is being simultaneously replaced in the main tank from the aux tank ejector xfer pumps. To observe what's happening in the sim. You can go to the Challenger 650 menu -> Study -> Engines -> Fuel System... Note: The plane will display an EICAS warning message: FUEL XFLOW SOV OPEN if either button is ON for more than 50 seconds and the tanks are balanced within 100 lbs.
    1 point
  40. Every operation will be somewhat different of course.... Once we complete the last leg of the day and the shutdown check is complete, one of us is immediately getting up out of the seat to open the cabin door and go verify chocks are in place, the nose doors are opened, and 5 pins are inserted. Of course if our last leg is a passenger leg - they are disembarked first. One pilot typically stays with them for the walk to the vehicles or the FBO - while the other pilot heads to the interior of the baggage compartment to pass the bags to line crew. That pilot then comes through the cabin to check for forgotten personal items - concluding with a thumbs up to the pilot adjacent the vehicles. If they walked inside - typically a text is sent between pilots that the cabin is clear (or isn't). At this point the pilot with the airplane will coordinate with the line crew re: required services - verifying chocks are in place - then retrieving the pins and inserting them. Different operations have different philosophies/standards regarding nose doors opened or closed. At our home base - we will always open the doors and insert 5 pins. Away from home while on the road we can exercise discretion to leave them closed. In a location with security concerns, or if there are any concerns regarding tugs, line crew, etc - we may elect to go with 3 pins and leave the doors closed. I'd say in our operation the doors are left open with 5 pins the majority of the time. Under no circumstance will we leave the nose doors open without inserting the 2 additional pins. Once pins are inserted and we're both back on the jet - it's time to start cleaning up and preparing for the next flight. Garbage is gathered, old coffee is dumped, drinks in the drawer with paper labels are removed from the ice bins - leftover catering is emptied from the chiller and either given to line crew as trash, as a gift, or to be stored in the FBO fridge. If the cabin needs to be vacuumed - we vacuum while power is still on. Tables and surfaces are cleaned at this point, seatbelts are cleaned and put back into presentation , the sinks and lav are cleaned and while this is happening - line crew is probably performing the lav service. Dishes and linens are given to line service as well. We like to keep power on until all of that is finished so we can check the lav - that enough (hopefully clean) water has been put back in and its back to smelling/looking fresh. We also have to restock from the storage drawers in back. Things like snacks, drinks, chips etc - all have to be replenished. If 15 minutes has gone by - one pilot is checking/servicing the oils in the utility bay. If temps will dip towards or below freezing - we purge the potable water system. This is often done at TOD depending on circumstances to avoid dumping 10 gallons of potable water on an FBO ramp which will turn into an iceberg. Water lines must be purged on the ground which is similar to prepping a recreational vehicle or boat for winter storage , minus the antifreeze, although there's different techniques there too. Sometimes during all of this we may also fuel for the next day's flight - circumstances of course dictate when we would do this as there are considerations to keep in mind leaving the jet with a lot of fuel. We also will consolidate crew baggage and put it in the baggage door opening in preps for offloading. We ensure the garbage, catering, fridge items, etc - are indeed all off. The parking brake at this point has probably long been released since chocks were verified - and the signs put in the cockpit windows indicating the jet is safe to tow. We verify one of us has recorded the 'numbers' from the FMS for the trip paperwork. (OFF/ON/FLIGHT times and OUT/IN Fuel) Suction cupped iPad mounts are removed from the windows, the Sentry is verified as off and packed up so it can be charged at the hotel if needed. If it was a night flight and next flight is day, and we're about to secure the airplane - lights will be brought back to a daytime config (full bright). If it's a hot and sunny location - cabin window shades are closed and cockpit reflective covers are put in place. We also have a pin to secure the emergency exit in the cabin that gets inserted. At this point we verify requested services have been received/completed and we check with the other crewmember or crewmembers that they are done with cabin power. From here one of us typically runs the securing checklist and shuts down the APU. But we aren't done yet. Our bags get unloaded at this point and we build our 'pile'. All external panels are locked. A thorough post flight walk-around is completed, typically by both of us. Covers are put on all 3 pitots, both ice detectors, the AOA cone and both AOA vanes. Both batteries are disconnected. Whichever pilot didn't do the cockpit securing - must 'check switches' to make sure all is where it should be. Now it is finally time to make sure everyone is 'done inside' and the door gets closed/locked - and now - we can walk into the FBO, or to our rental car which has been brought planeside. We check in at the CSR desk regardless - providing contact info, verifying the schedule and services requested. This is a great time to make sure we go over the 'stuff in the fridge, the lav service, hangar arrangements, etc etc'. Only after this is all done do we leave the airport and head to the hotel where the trip PIC does 'the paperwork' which in our operation is electronic and must be submitted in a reasonable amount of time after the flight. At home base our operation has a cleaning service that will take care of many of the above tasks, and since another leg often isn't happening the next day - we're off the airplane pretty quickly. Hope this helps understand some of the things that go into this side of the business. On an international arrival after a long day mid-trip- it wouldn't be uncommon for the crew to take 30-45 minutes to do all of the above correctly.
    1 point
  41. Version 1.0.0

    180 downloads

    This livery for the fabulous Hot Start Challenger 650 is adapted from a real world CL350 registered as OO-WEG. I hope you'll enjoy it. To install simply copy the "OO-WEG" Folder into xplane directory/Aircraft/X-Aviation/CL650/liveries Don't hesitate contacting me if you find errors or have suggestions in improving this repaint. Please do not redistribute this repaint without my permission.
    1 point
  42. Yes I absolutely am shooting for the practices that are used IRL, and appreciate the level of detail that you have provided - Thank You. I will adjust my approach accordingly. Also sounds like there is a "saved state" issue that is the root cause of the weird disconnect I'm seeing (not the one related to exceeding N1 limit). So I'll count today as a double step forward. Will be interested to understand if the Hot Start team believes the state-issue can be resolved. For my live-ATC flying, I'll just use the discipline of starting from cold-dark status, which is good practice.
    1 point
  43. Kirk, In regards to the IRL engagement/use of the ATS, I've never heard of any technique or SOP whereupon TOGA is selected on the runway as the throttles are manually advanced through 25%. Would need more context to better understand. Typical SOP dictates we wait until taking the runway to select TOGA / N1 TO to avoid an unintended engagement of the ATS during taxi/ (although TOGA / N1 TO is often selected during taxi to the runway despite SOP) We can save that 'normalization of deviation' discussion for another day. 2 methods to engage ATS for TO that are commonly known or used IRL: (prerequisite = the ATS MSD indicates N1 TO) Slowly advance the power levels manually until ATS engagement (75% N1) - and thence let the ATS set TO thrust - with the PM checking that TO thrust has indeed been achieved by 80 knots. (most common). Press the ATS engagement button when on the runway and cleared for takeoff - and let the ATS take them all the way from idle up to TO thrust. (rare) My observation from your video is that you are advancing the thrust levers manually and quite aggressively compared to IRL. We do not advance the thrust levers that quickly. We also do not 'firewall' the throttles and rely on the ATS to trim or set power - that technique would probably trigger exceedances similar to your video. Reference this video from the 2 minute mark. I'd say this is very representative of a typical CL60 ATS takeoff IRL: From initial advancement of thrust levers to ATS engagement is about 7 seconds. (green lights illuminate either side ATS engagement button) Total time from initial advance of thrust levers to takeoff thrust is about 11 seconds. (vs about 4 seconds in your video) Time to 80 knots is about 14 seconds give or take. The point I'm moving towards is that ATS on this airframe was an afterthought/option that is not fully integrated. I think of the ATS as a 'helper' that has to be managed. The ATS IRL does some odd stuff - and we have to keep an eye on it. It often will overshoot the thrust targets, it won't keep up during approaches on gusty days, it won't keep up with speed changes, especially on the mach to IAS transition during descent. Then there's the airframe specific 'oddities' - such as ours where the throttles will split at low power settings triggering an occasional ATS disconnect. We have to help it / manage it quite a bit. The ATS limitations on the CL60 illustrate it's helper status. We can't use them for GA, CAT II, APR, steep approaches, or touch and goes. (to name a few, the list has 16 or so bullets) As such - relying on the ATS to trim thrust or prevent an exceedance on takeoff by firewalling the throttles - you're seeing what would probably happen IRL. I see you've troubleshot the ATS disengagement down to a saved state root cause - but if your goal is to emulate IRL technique - I hope this information will be helpful.
    1 point
  44. This will serve as an official announcement that we have released the version 1.4.0 update for the SR22 G1000 Series. All customers who have purchased the SR22 G1000 Series up till now have been sent an e-mail by X-Aviation with complete instructions on how to obtain your update. We have made this a very simple process! For those that purchase the SR22 G1000 Series from today forward, your purchased download will already be updated to version 1.4.0 for you. What if I didn't get the update e-mail? If you did not receive your update e-mail don't fret! X-Aviation has updated our system to allow all customers to update with ease, regardless of whether you received an e-mail for the update! Here's what to do: 1. Login to your X-Aviation account here: https://www.x-aviation.com/catalog/account_history.php 2. Find your original SR22 G1000 Series download and re-download the file. It will download as the latest version! The following is a list of additions/fixes included: New Features: Improved maintenance system with expanded procedures and more detailed readouts to distinguish between states and mechanic actions. Physics model improvements, including addressing the starting behaviors by addressing issues in the fuel priming logic. [T-1675] 3D overhaul for windows and ice visualization system (IVS), which looks much better and should increase sim performance! [T-1619] Proper Instrument Brightness Knob Behavior with G1000 Screen Dimming Bug Fixes and Improvements: Fixed TKS filter clogs causing too high of pressure rise in TKS system Fixed bugs in fuel refilling Fixed physics state files not showing on Mac [T-1661] Cirrus magnetic compass missing current direction needle [T-1672] Glareshield stitching 2 stitches out of place [T-1677] FMOD improvements and fixes [T-1674] New windows and seals [T-1675] IVS System updates Window icing [T-1670] Missing ice lights [T-1676] Missing inspection panel screws - wing root [T-1673] Mesh clean up (350k triangles removed) [T-1655] Improve stutters by moving asynchronous tasks to separate thread from the main sim. [T-1647] Failures and Maintenance Rework [T-1658] Make UI inspection output scrollable/smaller [T-1662] Add option to disable ELT [T-1663] Custom flaps dataref for FMOD [T-1659] Check batteries for commercial sims [T-1680] Add hardware trigger command for CAPS deployment As always, thanks for being a customer with X-Aviation. We appreciate your feedback and support! Enjoy these latest updates, and stay tuned to the forum as we continually announce the latest happenings.
    1 point
  45. Version 1.02

    48 downloads

    About this plugin You have a MIDI Controller at home with lots of buttons and knobs? Why not use it with your favourite aircraft to control the autopilot and many other functions! XMidiCtrl is a plugin for X-Plane 11, which allows you to connect MIDI controllers to X-Plane commands and datarefs without the need of additional software. The plugin was developed for X-Plane 11.50+ and supports Microsoft Windows, Linux and macOS. The following devices are officially supported: Behringer X Touch Mini The following devices are known to work: Behringer BCR2000 Behringer X-Touch Compact Loupedeck Live XMidiCtrl is open source: GitHub page Features Create different profiles for your aircrafts Bind knobs and buttons of your controller to X-Plane Commands and DataRefs Simulate push and pull functions for buttons (normal button press = push, long botton press = pull) Send MIDI messages to the MIDI device to illuminate buttons when certain modes are active (e.g. autopilot, heading mode, ...) Developed in C++ with no performance impact in your simulator Donate If you like XMidiCtrl and want to support its further development then you can donate. Documentation Detailed documentation of the plugin and all mapping options can be found here. Support If you need support or want to chat about the plugin then please visit the official support forum. Installation Extract the ZIP file and move its entire XMidiCtrl folder into your ..\X-Plane\Resources\plugins directory. Examples I have included the following examples as well as overlays to print out in the examples folder: ToLiss A321 Hot Start TBM 900 Hot Start Challenger 650 IXEG 737-300 ZIBO 737-800 iniBuilds A310 Felis Boeing 747-200 Templates I included a template for the Behringer X-Touch Mini in the templates folder of the installation package. This template includes an example mapping and further information about the supported mapping options. I have also included my hardware configuration of the Behringer X-Touch Mini in the same folder. You can apply those settings using the X-Touch Editor from Behringer. To use the template file, simply copy it into your aircraft folder and start adding commands and/or datarefs for your buttons and encoders. Usage When a new aircraft is loaded, the plugin will search in the aircraft directory for a file called XMidiCtrl.toml. The profile uses the TOML language and holds information about the MIDI devices to be used and the mappings of the encoders and buttons. Further information about the TOML syntax can be found here. The configuration of XMidiCtrl might be a bit intimidating at the beginning, but it is quite straight forward. Please don't hesitate to contact me if you run into problems. Screenshots
    1 point
  46. Now that the CL650 has been released, what is the timeline for Navigraph updates for the TBM 900 MFD approach plates? Bob
    1 point
  47. There’s a whole complex dance that the FMSs have to execute, but in normal ops the conditions are: There is a suitable (read: LOC or ILS) approach procedure linked in the flight plan that the plane is in, or that is coming up down track in your FPL; The plane is within 31nm of the approach airport
    1 point
  48. On business jets, you will typically climb and descend at a specific speed schedule. Example, 250/300/M0.78 means you start your climb at constant 250 KIAS until reaching 10000 ft (speed limited to 250 KIAS below 10000 ft), then pitch nose down to accelerate to 300 KIAS, then hold 300 KIAS until you reach the crossover altitude where 300 KIAS matches Mach 0.78 (high 20s, low 30s altitude, depending on the speed pair). At that point, you toggle to Mach hold and climb a constant Mach to your cruise altitude. You can achieve this by using the FLCH (Flight Level Change), which should hold you selected speed using pitch at whatever thrust setting you have set (typically you would set CL (Climb) thrust. Descent is the same, but in reverse (0.78/300/250)
    1 point
  49. Hey Kari, To get winds into the CDU, go to Index (IDX), Route Menu, LSK 6 R Then FPLN Wind Update LSK L4 This will bring a mostly empty page, this is fine, anod nothing to worry about, click "SEND" LSK 5 R and the winds will start to be requested and downloaded. This may take a while depending on how many waypoints you've got, and how good your VHF Datalink signal is, when it's done, you'll just need to "Exec" the new wind data.
    1 point
  50. Version 1.0.0

    122 downloads

    This is the cockpit display of the "IXEG 737 Video System". How it works This cockpit display is powered by DC BUS 1. The screen will be on at all times when this electrical bus is energized. Installation 1) drop files into X-Plane 11\Aircraft\X-Aviation\IXEG 737 Classic\objects. There are 3 files. 2) Open Plane Maker -> Misc 3D objects -> Add 3D object -> Browse to add TV-737.obj. Save the Plane. Exit Plane Maker. Done !
    1 point
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