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Patience folks, it hasn't lived as long as it has by being pushed out the door in xp10. There are alot of folks struggling with their planes rushing em out to the masses when xplane 12 was released. Be grateful they didn't kill the project during xplane 11, and have opted to bring it to us in xplane 12. And like judeb, I have forgone my MSFS and moved back to xplane 12 after its many updates. I'm normally a fly on the wall, looking forward to its release, but let's be cool about it and let them do what they do best.

Hello! Just hopped into this nice bird. When I select the State "After Start" and hit "Activate State" it loads, but it is still in cold and dark. I have read the other topic about state activating, but I did not have Windows Security running during install and I can use all other features of the aircraft it seems... if not activated, shouldnt it be not usable? I got the X-Aviation license window on starting the flight (XP was not running for a while, so it came up) but no special license activating from DC3 i think.

Could you please post your Log.txt and DC3.log file, as indicated here: https://airfightergr.github.io/les_dc3_docs/support/ ? Just replied to you on the other thread.

This has been fixed in v1.8, issue #4138. The issue is being caused by the letter 'T' in the runway identifier, which only occurs at 5 airports in the whole world. As Pilsner noted, you can temporarily work around this by flying into these airports without synthetic vision enabled. The following airports are affected: BGTL, NZFX, NZSP, NZWD and YWKS.

I cannot activate state. After I connected the GPU, the plane still cannot be started. The switch for airplane and external power cannot be used.

Other planes have managed to do in cockpit levers where the level falls into the detent position that's the best match for the physical throttle position. At the very least we need some information on the correct Datarefs/commands to map to if we can't directly use an axis

We are actively working towards full ARM compatibility for all the products we offer. We're in a transition phase at the moment, and there's a significant amount of code re-factoring underway. Please stay tuned for our official announcements regarding the ARM-friendly stuff! As a side note, there's a lot of incentive for this. Goran, myself, Coop, and Tom are all on Apple ARM chips. This won't get left behind.

Absolutely! It's coming, I promise.

The issue you're experiencing is a known bug with X-Plane 12, where certain aircraft freeze upon load-up. Laminar Research is aware of this problem. As an interim solution, I recommend loading a default aircraft first when you start X-Plane 12. Once that aircraft is fully loaded, you can then switch to the DC-3. This workaround has been effective for many users experiencing the same issue. We appreciate your patience and understanding as the developers work on a fix for this problem.

Ok... we need correct something here. We do not turn off the flight directors when established on an ILS approach, even in the Boeing aircraft. In fact, without a flight director, in part 121 or part 135 operations, your approach landing minimums increase automatically to 4000 RVR or 3/4 SM regardless of what is on the instrument approach by OpSpec. OpSpec requires use of the flight director or autopilot to use the published landing minimums for these operators. In addition, the use of flight director, autopilot, or HUD is required in certain circumstances to fly an approach to 1800 RVR instead of the published 2400 RVR as noted on the approach. Speaking to Collins about the Proline 21 flight director's behavior on an ILS approach, the flight director command bars do follow with an initial pitch change that you may make manually. Not with the roll, but with pitch only. Until it sees a deviation from the glideslope, the command bars will not display a correction command. For this reason, it appears that the command bars initially follow any pitch change initiated by the pilot, intentional or otherwise. I have tested this both in the simulator and the actual aircraft. It is a behavior that we see in other autoflight systems as well, for example, the Garmin system in the Lear 75. For the most, this behavior is accurately depicted in HS650. The flight director is a required component for ILS approaches in a turbojet. It should not be disregarded when flying an ILS approach. Rich Boll

Same here... but I don't have any subscribers - I just want it!

Not only that, but the fact that X-Plane 12 while improving all the time, is still not mature yet.So the longer the wait, the better the experience. If it was released when X-Plane 12 was still in early release versions, there would be lots of complains about anti-aliasing and other issues. Only with 12.06 am I considering leaving X-Plane 11 behind for once.

Fantastic! Don't wrap it - I'll fly it home!

Sorry for the late response. I am a mechanic and avionics technician on r/w CRJ-200s which have very similar systems to the CL650, although the CRJ uses the older Collins Proline 4. rather than the newer Proline 21 on the 650. But, the operating principles are the same. The flight director shows steering commands coming from the autopilot. However, when the aircraft is flying an ILS approach in “green needles” the steering commands for both the pitch and roll servos are not coming from the autopilot’s command logic. Instead, the aircraft (when the autopilot is engaged in approach mode) is being steered directly by localizer and glideslope deviation outputs of the VIR-432 Nav radio. In this mode, the autopilot flight director is only in a passive “monitoring” state. The Nav radio itself is “doing the driving”. The Nav radio responds much more quickly to any deviation from the localizer or glideslope than the flight director - especially in the latter stages of the approach. In fact, on some Boeing airliners, the SOP is to turn the flight director completely off once established on an ILS, as the flight director command bars can be distracting in this scenario because of their slower response to any deviation from the localizer or glideslope.

Hello Marcus, Phew that's quite a bit to answer in one post. Let me try and cover it. 1) ILS approaches. Let me describe the normal method, assuming you have a FMS flight plan with an ILS approach and you've checked the lateral coding to make sure it all works. You don't need to set anything up specifically for the ILS. Loading the ILS approach should be enough. Make sure the left PFD is navigating with FMS1 and the right side is FMS2. You will have a magenta CDI indication. When you are close to the airport you'll also see blue "ghost" indications on the HSI and blue diamonds in the localiser and glideslope scales on the PFD. Typically when the final approach point is the next waypoint, press the APPR button and this will arm the system for localiser and glideslope capture. You don't need to mess with the altitude knob as long as the aircraft is actually at the ILS platform altitude (you shouldn't need to do this with a 737NG either, but that's another story). When you capture the glideslope, set the altitude for the missed approach altitude. 2) Speeds. Manual control of speeds is normal using the speed knob or manual thrust. If you have VNAV enabled you can resume the VNAV speeds using the PERF page on the FMS, but really that's a bit pointless and it's easier to fly it on the speed knob. You need to know 250 kts, 200 clean, 180 with the first stage of flaps and 160 with gear and the second stage of flaps. Select the final stage of flaps and slow to vref + 5. It's no more complex than that. Even on an Airbus with managed speeds, lots of pilots prefer selected speed modes - LNAV/VNAV and chill is very much a sim-ism and not how aircraft are actually operated. 3) It's just a machine, so isn't very likely to "freak out" as you say ;-) Bearing pointers have no influence on flying the approach, they are for the pilots reference only. I'd suggest reading (1) above carefully, then pick a long ILS approach, and post some screenshots of the aircraft level at the platform prior to intercept, and another couple of pics on the approach. Suggest EDDF 25L via CHA VOR - grab a screenshot flying level at 4000ft between CHA and LEDKI, and another on the ILS at 3000ft, and another at 1500ft - make sure we can see the full PFD clearly.