Leaderboard

There are a few ways you can do this. First, if you are going to a single altitude constraint, say an along track waypoint, destination/-30 at 10,000, then you can use the DIRECT TO button on the CDU, line select the altitude into the scratch pad, and then re-enter it for the along track waypoint. That will re-sync the VNAV and execute a vertical “direct to”. If you’re in VNAV mode, e.g., VALT or VVS, the aircraft should recapture the VNAV path and change to VPATH mode. You can do this with any altitude constraint and create a vertical “direct to”. The second method is used of you’re descending on a STAR with multiple constraints. You can use the same method above to execute a vertical direct to the next altitude constraint. However, of that constraint is an “at or above”, then you have just changed that constraint into an “at” constraint. That will affect the downstream VNAV path angle after that constraint. You will comply with the altitude constraints on the STAR, but you may fly them at a much shallower VNAV path angle. Basically, the Collins VNAV uses the default VNAV path angle (3.0 but can be changed) and the lowest “AT” constraint, or the lowest “AT or BELOW” constraint, and then checks that 3.0 degree path back up through the remaining higher altitude constraints. If that path meets all coded/pilot entered altitude constraints, then the 3.0 path is used. If not, then the VNAV path is “smooth” between the constraints where is doesn’t work until it can again project a 3.0 degree path back to the cruise altitude for TOD. On a STAR with many altitude constraints, the best way to recapture the VNAV path from above when ATC interrupts the descent is to use either VVS or VFLC and descend at a rate equal to or faster than the target vertical speed shown on the vertical speed indicator (pink target bug) or as shown on the MFD Vertical Path information display. The only catch is that if the target constraint is a window altitude constraint, one that is both “at or above” and “at or below” altitudes, you need to make sure you capture VPATH before you reach that waypoint. Otherwise, you risk not meeting the “at or below” constraint. This is my preferred real world method. Rich

------------ Fixed by updating Xplane to the latest version -------------

Soooo....with an empty leg, good clear VFR weather, and an understanding co-pilot, I did a little flight direct experimentation trying to replicate the video in Hotstart in the Challenger 350....not 650, I don't fly that model. Same Collins Proline Enhanced system. I was to say the least surprised with APPR LOC and GS active, when the aircraft was pitched up smoothly but rather swiftly, that the flight pitch bar initially followed the pitch change for about 2.5 degrees (one mark on the pitch ladder) much like what you saw in the Hotstart CL650 video. I was able execute a slight pitch up and then re-stabilize several times. In case anyone from FAA is reading, I was stable speed throughout the approach with only a slight GS deviation and ceased the activity to stabilize at 500' all the while in clear VFR conditions to meet stable approach criteria. I have good friend who worked in pilot training and customer support in Collins for many years. He has trained me on the Collins equipped aircraft that I have flown in the last 20 years. He agreed with me that the Hotstart CL650 was not how he expected the flight director pitch bar to behave. I have shared my real observations with him but have not heard back yet. It also does not agree with our understanding of how flight directors work, especially with the old mechanical FD 108 and FD 109. I may ask around further. For now. it appears that Hotstart's CL650 flight director is behaving as it would in the aircraft. I'll stand corrected on my comments above. Kudos once again to the folks at Hotstart! Rich

Thank you both for the information and the video. I completely misunderstood the system, but have it now figured out and replenished oil.

Here’s an overview of the oil servicing system: You should not be adding oil to the airplane in its “cold” state. Time limits as shown on the placard are between 15 and 120 minutes after engine shutdown. I also believe you can add up to 2qts to each engine before dry-motoring is required.

We are currently discussing the details, but I think I can safely say that the IXEG 737 will be made compatible with XP12.

Good evening, This issue has been logged and will be reviewed. Thanks for taking the time to report. We will be in touch if we require any further information. Kind regards,

View File Hot Start Challenger 650 - VH-JII This livery for the fabulous Hot Start Challenger 650 is based on a real world CL604 registered as VH-JII. I hope you'll enjoy it. To install simply copy the "VH-JII" 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. Submitter luke_1549 Submitted 02/10/2022 Category Hot Start Challenger 650 Livery For https://www.x-aviation.com/catalog/product_info.php/take-command-hot-start-challenger-650-p-212  

12556 kg in X-Plane includes the pilots. Operational Empty Weight or Basic Operational Weight. 12315 kg in the SimBrief profile does not include crew weight. Basic Empty Weight. Pax weights - 58kg - 81kg, with 6kg standard deviation, depending on geographic location Seasonal variation +/- 4 kgs Baggage - 15kg with 4kg deviation. Non-persistent mode gives you the aircraft with just two pilots. It is intended to bring a Study menu visualisation of the passenger distribution and other parameters to the aircraft in a future enhancement.