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  1. First off, on behalf of the teams at Hot Start and X-Aviation, Merry Christmas and Happy Holidays! The following is a little gift to you from our teams. As many of you may know, Hot Start has been hard at work on a new X-Plane 11 add-on aircraft for the past 3 years, the Hot Start Challenger 650. As with the TBM 900, this aircraft will be released under the Take Command! series, as the simulation merits the label. In fact, the simulation you will experience with this product is to a level of realism never seen before in a consumer based flight simulator, so get ready for some fun! The project is nearing completion and we’re ready to start showing you some of the features you can look forward to in the near future. Hot Start designs products with the goal of making them feel like living, breathing machines, without obscuring the finer details of what goes on “behind the scenes” of the simulation. They're all about learning new things, while having fun at the same time. The Take Command!: Challenger 650 will embody this concept even more than our previous project, the Take Command!: Hot Start TBM 900. Nearly every part of the Challenger 650 simulation has been designed from first principles. Basic laws of physics, such as conservation of energy, momentum, the laws of thermodynamics and much more. Every system is recreated from the ground up in custom code, completely independent of X-Plane’s own platform. But before we get into the convoluted details of systems, let’s first start out with visuals. After all, while the systems and aerodynamics make a simulation enjoyable in the long term, it is the visuals which catch your attention. Now, while the exterior model is quite simply stunning to look at, let me give you some numbers to give context to these images. We have pulled out all the stops on this one and decided to place our minimum supported GPU configuration at a still relatively decent Nvidia GTX 970 or Radeon RX 570. This allowed us to up the detail level quite considerably. All in all, the entire visual model contains over 6.2 million triangles and texture detail that is designed to look great even if you were to walk up close to the fuselage. Click on the image below to see it in all its 4k glory. 3D geometry was used to recreate details such as the downlock assist springs, and even the split pins used to secure safety-critical fasteners in place. This level of detail isn’t achieved at the cost of performance. We make extensive use of the “object-kill” functionality in X-Plane, where we eliminate objects that would otherwise be invisible. For example, when you are inside of the aircraft, we eliminate most of the exterior objects entirely, avoiding the GPU rendering toll, as well as the CPU cost associated with sending out the draw calls for these objects. The theme of exquisite visual detail carries on into the interior of the aircraft. After all, that is where you will be spending the majority of your time. The cockpit, as well as the cabin, have the appearance of a premium luxury product, because that is exactly what business jets are. Copious use of double-stitched leather, soft-touch upholstery and fine wood veneers and finishes. Since business jets get relatively little use (only around 200-300 hours per year), they’re not nearly as scuffed and worn out as a typical airliner. Carrying over the theme of simulating everything down to the finest detail, the night lighting is refined to an insane degree. We’ve simulated every lamp individually in the aircraft. Not just every light in the cockpit panels. Everything, including flood lights, exterior service lights, cabin lights. In all, there are over 330 individual lamps simulated and over 500 dynamic light sources placed throughout the aircraft. Every one of the individual lamps contributes to electrical load on the aircraft’s electrical buses, and then gets summed up in the electrical load on generators and power sources. The avionics are of course an extremely faithful custom recreation of the Collins Pro Line 21 Advanced suite. Taking advantage of modern graphical horsepower, we’ve decided to reproduce the visuals down to being able to discern individual pixels on the screens. One important detail to keep in mind is that these are not just skin-deep fakes, where all we care about is that they look believable on the surface. The avionics are actually separated out into individual computers, each running independent of each other. Each computer runs in its isolated thread and can only exchange data with other computers via simulated serial data buses. When an avionics component wants to communicate, there needs to be a real data bus connecting the two (possibly by traversing over multiple hops on the internal data network), and data needs to be serialized and deserialized from the data bus. So there really are 3 independent FMCs, communicating in real time with each other, sending screen outputs to the separate CDUs, and a myriad of other simulated computers. There are probably well over 50 independent computers running, each handling one aspect of the aircraft’s operation (to tell you the truth, @skiselkov lost count). They only learn of the outside world through simulated sensor inputs (each of which has simulated noise and errors), and then they must make sense and make decisions as best they can from those inputs. None of the computers has access to “hidden knowledge.” As far as they’re concerned, they’re really flying an aircraft and they simply try to do the best job they can. Oh and of course, you can fail each individual component on the aircraft, down to cutting interlink data buses between computers. In all, there are over 1,400 individually programmable failures, which can also be saved into pre-made scenarios and reloaded at will (or shared with others for extra fun!). Yes, you read all of that right. Yes, as stated at the beginning of this announcement, this simulation is that crazy in-depth. Now this writeup is getting a little bit long, so we'll just finish on one more feature set. While we take pride in creating fun and entertaining simulations, another of our key goals is to help users expand their knowledge and appreciation of how real aircraft actually work. To that end, rather than hiding all the systems complexity behind a pretty-looking instrument panel, we take the opposite approach. We want you to see how the “sausage is made.” This is why the aircraft includes lots of “study” displays that show you exactly what the internal state of each system is and most also include thousands of lines of tooltip hints which you can bring up by simply hovering your mouse over a data field. The goal of these displays is to show you how a system works internally, and how it responds when you perform an action as a pilot. Rest assured, we’ve barely scratched the surface here. There’s lots more juicy stuff awaiting exploration in the Take Command!: Hot Start Challenger 650 and we can’t wait to show it all off in the very near future. And now for the most important part... The question that’s probably on everyone’s mind at this point: when can we get our hands on it? Well, at the moment we expect to have you able to fly and experience this amazing Challenger 650 experience on Jan 7, 2022. If for some reason this changes we will give you a heads up, but for now you can go with the assumption this will be the day. We will also be doing daily preview streams like we did with the TBM-900 starting Jan 3, with each stream going for 1 to 1.5 hours. We will send daily reminders to our newsletter list prior to each stream. Each day, we’ll focus on one particular area of the feature set. As complex as this add-on is, we highly suggest you to watch these streams to get a good understanding of what's to come. We're excited. Three years comes down to this, and we can't wait for you all to experience what's been created here. Get ready, and we'll see you on the streams very soon!
    34 points
  2. Been a while since an update. After reaching a natural break point in the VNAV work at the beginnig of the year, the 733 work has since been waiting in the wings. A few things happened since the last report. 1) I've been working with Laminar for some projects that will eventually make its way into XP12. 2) I wrapped up all my other non xplane contract work so that I now only work on my X-Plane projects full time and 3) I reprioritized my MU2 project as my highest priority now that I'm back developing for xplane full time. I am targeting releasing my MU2 later this year. Progress on that is described elsewhere in these forums...so those wondering what I'm doing if I'm working full time XPlane....then the Mu2 is the answer. Getting the MU2 update out of the way (being long overdue as a 13 year old product) will allow me to resume the 733 work in earnest. A lot of good things have come out of my work for Laminar and the MU2 work that will allow us to improve the 733 in lots of ways, not only the FMS, but also targeting -400 / -500 variants, wing flex and simply improving the product all around. The 733 will not be abandonware...no more so than the MU2, which I've maintained for nearly 15+ years. When it gets in turn in rotation after the MU2 release later this year, it will be front and center for me for quite some time after. -tkyler
    27 points
  3. Captains, It's with a lot of excitement that I get to announce this product officially now! Back in 2008 we started X-Aviation with the MU-2 as our first product for sale, and now we're re-inventing it with this beautiful new version. Many people in the X-Plane community found the original v1 we sold as one of their very first payware aircraft back in the day. Today will be the first of a series of progress updates leading up to the forthcoming release of the Mitsubishi MU-2B-60 Marquise 2.0 simulation for X-Plane. Since its beginnings in 2005, the MU2 has been a labor of love by @tkyler and has been nursed for 13 years and for the upcoming 2.0 release, has incorporated the latest X-Plane features. The MU2 is poised to last for many more years to come and certainly through future versions of X-Plane. We are also pleased to announce all previous owners of v1 will be receiving an upgrade discount to v2! The MU-2 is a perfect GA airplane to have in your hangar and get you around X-Plane quickly when you need to feed your flight simulation addiction and actually cover some ground but don't feel like flying tube-liners. With its distinctive profile, engine sound and a cruise speed of 270+ knots, it can cover a lot of X-Plane scenery in a simulator session and have you off the computer before dinner time. In this first report, we'll discuss the most obvious improvement in version 2.0, the visual 3D model and textures. When looking at the MU2 Version 1.0 series 3D, it it quite apparent that there was major room for improvement (mind you this was X-Plane 9 days). As it turned out, trying to remodel the existing 3D was not a viable option and the 2.0 version had to be completely redone from scratch. There are a few noteworthy factors that have enabled the improvements to the 3D detail. Major advancements in Blender 3D, the modeling tool used as well as advancements to the exporter by Laminar, have facilitated a painless workflow between Blender and X-Plane, allowing focus on the geometric detail. In addition, the capability of today's graphic cards to handle fantastic numbers of polygons and high-resolution texture sets have really taken the visual aspect of flight-simming to a level barely imaginable a decade ago. The first order of business was to increase the geometric fidelity of the model and get the challenging shapes and curves more accurate. It is a difficult aircraft to get to look right. Increased geometric fidelity results in much sharper and crisper detail at close camera angles and generally a more natural look all-around. The two images below shows the Version 1.0 3D model against the Version 2.0 3D model. Version 1.x Wireframe Version 2.0 Wireframe If you study the two images above, you will see version 2.0 has a higher density 3D model all around; however, note the darker areas of the 3D wireframe mesh. These are areas where higher 3D detail has been applied in order to achieve sharper visual results that reflect light more realistically as you move the camera around. The traditional way such details are added is through the use of higher resolution texture "decals", much like the decals on plastic models. While decals are a great technique and absolutely useful, they do lack the accuracy of subtle light interaction around geometric edges at closer camera angles. Lighting details on 3D edges have always been one of those areas that make the difference between a fake looking 3D model and one that comes alive. The image below shows a few areas where the 3D detail makes a difference to the lighting. Though higher detail is applied where it counts, it wasn't added where not needed, yielding an efficient 3D model that is very performant in X-Plane. With the 3D detail in place, you have to bring it alive with texturing. X-Plane's PBR (Physically Based Rendering) has always yielded a wonderfully crisp and beautiful color palette when taken to its limits, and X-Plane 12 looks to improve that even more when it arrives. One critical component of believable texturing is a solid implementation of what is known as 'ambient occlusion', or AO as 3D artists like to say. AO is a phenomenon where light loses energy as it bounces around into corners, resulting in darker corners and recesses. Below is a comparison of a 3D model with and without ambient occlusion. The results are quite stark! AO in real time for lots of 3D polygons is still quite performance heavy. X-Plane actually has a small bit of real time AO between the ground and airplane when in HDR mode. You may note the subtle darkening of the ground around the landing gear tires sometime as aircraft taxi; however, X-plane provides no AO effects for aircraft. We obtain this AO effect by "painting" the shadowing into our textures. This is a process known as "baking" in the 3D community and our 3D software tools actually do most of the painting work for us. By baking AO effects into our textures, we can achieve a much more realistic lighting look throughout the 3D model. Baking AO lighting though is a bit of an art and can be a bit time consuming but when done well, the results are quite immersive! AO really shines when applied to interior spaces, giving lots of visual depth and avoiding that flat, cartoony look. When all of the 3D elements come together: the geometric 3D detail, attentive ambient occlusion effects, PBR texturing and X-Plane's great PBR engine, the results are exactly what we've been waiting for 13 years! A SPECIAL NOTE is warranted about this last screenshot. We include it because it shows the 3D detail and texturing in the cockpit at its best! However, the G500/600 GLASS display shown will NOT be included with the MU2 purchase. It is a separate product available by Real Sim Gear through X-Aviation, but for those folks who wish to have some glass in their MU-2, then you'll be happy to know that we support it fully and it will be available straightaway when the MU2 is release for owners of the Real Sim Gear G500! In our next progress update, we'll talk about the cockpit variants, controls and animations and how they play a major role in our immersion! Until next report, Blue Skies and tailwinds!
    25 points
  4. Another update. Though its been quiet here, it is still very much full speed on my end. There simply is a lot of infrastructure work and double-checks to get ready for release. One of the things I'm doing is moving the documentation to be browser based. That was a bit of a last minute decision but one I think will pay dividends moving forward. This makes the documentation searchable and navigated much more quickly and in addition, much easier to update and read IMO. I also forsee the need to facilitate tutorials and such and this format will allow the addition of such material to be added more quickly and presented more effectively. This infrastructure will also serve as a foundation for similar documentation efforts we plan to bring to the ixeg 737. We should be able to publish the docs to PDF also for those that desire such. The paint kit is also complete, which required its fair share of prep and documentation also. The documentation will probably drag on another day or two. At this stage, its looking like early June release. I will say I'm disappointed its not in the 3 week time span I had hoped and predicted, but not disappointed with why...because I simply want to refine lots of little things to ensure its a first class simming experience and its coming along very well. -tkyler
    20 points
  5. CL650 Expanded Normal Procedures.pdfCL650 Operations Reference.pdf1589013283_CL650FMSPrimer.pdfCL650 Checklists.pdfCL650 Checklists - Printable.pdf Documents last updated 3rd May 2022
    20 points
  6. Hello All, This will serve as a formal forum announcement that we have released the version 1.6.1 update for the CL650. All customers who have purchased the CL650 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 CL650 from today forward, your purchased download will already be updated to version 1.6.1 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 Challenger 650 download and re-download the file. It will download as the latest version! The following is a list of additions/fixes included: What's New / Changed: ************************************************* Please carefully review the following section about the V1.6.1 release highlights. These point out particular "gotcha" changes that might surprise you if you didn't expect them. Also, be aware that trying to reload an in-flight state from a previous version might not work very well. There were numerous internal changes to the avionics which will cause many of the computers to perform a cold reboot. When using a different version, please only try to load a previous state that was cold-and-dark. ************************************************* Release Highlights: 2988: Elevator control system is missing gain change mechanism from control column, causing over-controlling at higher speeds 3121: Implement variable pitch feel based on stabilizer trim position We've reworked the pitch feel to replicate the variable-rate pitch feel of the real aircraft. Unlike other aircraft where the pitch feel is based on airspeed, the Challenger uses the stabilizer trim position as a stand-in for airspeed. The pitch response near the center gets more desensitized the more nose-down elevator trim is applied (implying flight at a higher speed). There is also a fixed "curve" that gets applied near the neutral point. This comes from a mechanical part of the elevator mechanization called the gain-change mechanism. This is more-or-less fixed and is always applied on top of the variable pitch feel from the stabilizer trim. We recommend removing any kind of curves you have applied to your joystick or yoke and try to get used to the new out-of-the-box feel. If you have a force-feedback yoke with controllable force intensity (such as a Brunner FFB yoke), you can disable the trim-dependent pitch feel in the User Settings under the User Interface tab. You can then replicate it in a proper FFB way by gradually increasing the force needed to move the elevator as elevator trim goes from 5.0 to 1.25 (5=lighest, 1.25=heaviest). Outside of this range, the force should be constant, as the real pitch feel mechanism doesn't change force intensity outside of these ranges either. 2866: Implement dynamic GPS jamming simulation The CL650 now simulates dynamic, unannounced GPS jamming that happens in certain regions in the world, especially near disputed areas and active conflict zones. The locations of these areas are usually not NOTAM'ed, so you are encouraged to be on the lookout for potential issues with GPS reception in areas such as: - the Middle East - Eastern Europe - South China Sea - parts of Mexico Please note that these locations aren't hard-coded into the simulation. They dynamically change over time and needn't be active at all times. We can also add new areas post-release, and already have plans to add NOTAM'ed (scheduled and published) GPS outages. The simulation works by performing radio signal propagation modeling (including terrain masking) between the aircraft and every jamming station. If the signal levels of the jammer overpower the GPS satellite signals at the aircraft's position, the GPS position integrity will gradually degrade, until it is completely lost. You will then need to revert to inertial navigation and utilize radio or manual position updating. For now, we have chosen to avoid simulating GPS position spoofing, however. Please note that not all approach procedures can be flown without GPS available. Consult the approach procedure charts for required navigational sensors, as well as required navigational performance (RNP). This can then be cross-checked against the EPU value (Estimated Position Uncertainty) on the PFD as well as on the FMS PROG 2/2 page. Without GPS available, the FMC will attempt to use any enabled radio sensors (VOR/DME or DME/DME) as a source of position updates. Thus, flying an RNP 1.0 or sometimes even an RNP 0.3 approach might still be possible, provided that the approaches do not hard-require a GPS or GNSS sensor be available, and that a suitable position-updating navaid is available within range. For study purposes, the status of the jammer stations can be seen in the Study > GPS > GPS Jamming Stations window. 2927: Implement manual FMC position updating Dovetailing with the above GPS jamming functionality, the FMC now fully implements manual position updating. It is, admittedly, a very rarely used feature with GPS available, however, it does manifest in one useful way when in a GPS-denied environment. On departure, you will now have a "RWY UPDATE" prompt available on the ACT LEGS page on LSK 6L while the aircraft is on the ground. This can be used to manually update the FMC position to the runway threshold prior to takeoff, thus nulling out any positional drift due to purely inertial operation. 2963: Add ADG and nose gear door pins The aircraft now contains a beautiful 3D model of the air-driven generator (ADG, aka RAT on other aircraft), and together with that it brings an additional set of ground pins in the nose gear bay that must be manipulated by the pilot prior to and after a flight. The ADG pin is located on the right-hand wall of the nose gear bay, in the forward section. This pin locks the ADG in the stowed position, to prevent inadvertent ADG deployment while on the ground (restowing the ADG requires qualified maintenance personnel be called in). The second new ground pin is for the nose door and is located on the same right-hand wall of the nose gear bay, but more towards the aft section. For personal safety of ground crew while in the nose gear bay, the nose door is pinned, thus preventing any chance of the door closing and injuring personnel working there. This pin is typically installed after a flight and removed before a flight. These two additions complete the full set of 5 ground pins that are used in day-to-day operations. 2910: Refactor NAV-to-NAV transfer to avoid LNAV capture when APPR LOC is armed The NAV-to-NAV transfer system behavior was changed to behave more like the real airplane. When the aircraft is being vectored and utilizing HDG lateral mode, pushing APPR with a NAV-to-NAV approach loaded (e.g. an ILS) will no longer capture the LNAV path if the airplane happens to come close to the FMS path. Instead, *only* the armed APPR LOC mode will capture when the localizer begins to center. This helps prevent an inadvertent capture of the FMS path that might no longer be applicable. On the flip side, this means you will not be able to perform high-angle LOC captures (>45 degrees) by first capturing the FMS path in APPR LNV and then transitioning to APPR LOC. To perform a high-angle intercept with an intermediate step through the LNV mode, first push "NAV" on the FCP to arm the regular LNV mode for capture. Wait until the mode captures the FMS path and only then push the APPR FCP button to arm NAV-to-NAV transfer onto the localizer. 3036: Remove landing data that doesn’t exist in real box and add supplemental data message We've made fixes to the APPROACH REF computer to bring it in line with the quirks that the real avionics has. One of those particular gotchas is that you will no longer be able to compute an Actual Landing Distance (ALD) value when the runway condition is set to WET on page 1/4. Instead, the box will simply post an amber '?' for the ALD value and you will get an amber PERF OUT OF RANGE message. For regulatory reasons, when the runway is wet, the only value to be used is the factored Landing Field Length (LFL). You can switch the ALD display to LFL by typing 'L' on the scratchpad and pushing LSK 4L on APPROACH REF page 2/4. This will remove the caution message and the FMS will show the factored (1.15x) landing field length instead. However, on the flip side, when the runway condition is set to any of the other contaminated settings (i.e. SLUSH-WATER, LSNOW, CSNOW or ICE), LFL becomes unavailable (and will post a PERF OUT OF RANGE message), and you will need to use ALD instead (place an 'A' on LSK 4L to switch to ALD display). The reason here is that there is no landing distance correction factor published for these contaminated runway conditions, so you will want to enter your own into LAND FACT on LSK 2L. An additional gotcha is that when the runway condition is set to anything other than DRY, the FMS will post a white SUPPLEMENTAL DATA message. This message cannot be avoided, and is intended to emphasize that the FMS isn't using data from AFM Section 6 (Performance), but instead from AFM Supplement 2 (Operation on Wet and Contaminated Runways). 2848: Implement route names and loading of routes by name You can now save and load pilot routes by name. This is done either by entering the name on LSK 2L of page 1 of the FPLN page, or by entering a custom name in PILOT ROUTE LIST on LSK 6L or LSK 6R. When a name is entered on FPLN page 1 LSK 2L, if the route doesn't already exist in the PILOT ROUTE LIST, the name is simply assigned to the current flight plan. This name can then be used as the route name in PILOT ROUTE LIST by pushing LSK 6L or LSK 6R. If a route with the same name already exists in PILOT ROUTE LIST, the user is prompted if they would like to load that route instead. Loading a pilot route into the active flight plan is not permitted while the aircraft is in the air. 2849: Support new VATSIM departure/arrival ATISes Some VATSIM regions have started publishing separate departure and arrival ATISes, just like some real airports do. Thus, the ATIS type selection on DATALINK > AOC CORP > ATIS now correctly attempts to pick the type-specific ATIS first, before reverting to the generalized one. 2860: Add volume control for FO audio You can now control the automatic first officer's audio volume when reading checklists. The setting is located in User Settings under F/O Assists. New Features: 2823: Add IVAO Altitude client detection 2824: Add IVAO SELCAL integration 2825: Add support for showing COM TX flag on IVAO 2848: Implement route names and loading of routes by name 2849: Support new VATSIM departure/arrival ATISes 2860: Add volume control for FO audio 2866: Implement dynamic GPS jamming simulation 2869: Implement TOC and TOD display on MFD data window 2927: Implement manual FMC position updating 2953: Add search function to failure manager 2954: Add tooltips with descriptions to the Bleed study screen 2955: Add ASU engine parameters to the Bleed study screen 2963: Add ADG and nose gear door pins 2988: Elevator control system is missing gain change mechanism from control column, causing over-controlling at higher speeds 3121: Implement variable pitch feel based on stabilizer trim position 2995: Need to implement ADG ADCU failures in the failure manager 2996: Implement missing stall protection system failures 3002: Add datarefs to expose the internal CL650 atmospheric model 3006: Implement a dataref interface to wire and ARINC-429 abus data 3116: Need a ground service menu option to fix a rotor lock Improvements: 2816: MFD radio controls should have a test function on the NAV radio 2847: PROG page should show MANUAL or MEASURED in title when using the respective FUEL MGMT mode 2858: Update windshield heating auto-checklist to select either LOW or HI before takeoff 2778: Selecting SID/STAR does not narrow down runways 2435: Rudder needs more effectiveness to cope with V1 cut 2872: Make circuit breakers require a long click to pull to help avoid accidentally pulling breakers by randomly misclicking 2885: Show airframe manager when aircraft is repositioned using X-Plane flight setup screen 2898: Refine VOR/DME and DME/DME tuning when in the approach phase 2707: Need to show a magenta "FROM" flag next to the PFD horizontal deviation bar when flying from an FMS waypoint 2902: Refactor RNP APPR and RNP AR APPR determination to follow proper ICAO PBN rules 2908: Adjust electrical loads of components to be slightly more realistic 2910: Refactor NAV-to-NAV transfer to avoid LNAV capture when APPR LOC is armed 2912: Refactor autopilot and IRS code for more stable operation in ATT mode 2914: 10th stage bleed study screen needs to color in the vacuum ejector line using the temperature of the vacuum line 2915: Refactor tooltip system to use cairo rendering and XP11 modern windows for proper scaling 2918: Readjust tire drag down a bit to roll more easily on idle thrust 2944: Hoppie ACARS DEPART CLX system needs to handle clearance confirmation and error messages 2966: Add documentation link to the Study menu 2983: Allow user to specify a custom OCEANIC CLX facility in user settings 2985: Implement engine fuel feed lines as having a volume of fuel for delayed fire shutoff valve reaction 2991: Default the nose door to open on new persistent airframes 2696: During SPS test needle should go past red zone due to rate-advance mechanism 3036: Remove landing data that doesn’t exist in real box and add supplemental data message 3061: Redesign TUNE page parsing to be much more strict 3063: Selecting TO or GA should always activate the TO thrust limit 3117: When an in-flight state is repositioned back to the ground, reset core temps to allow immediate shutdown without core lock Bugfixes: 861: TUNE page should not allow entry of 4 letter LOC idents 2808: Leftover experimental GS steering code is causing pitch oscillations 2807: Squawk code transmission is broken in ARINC622 format 2806: UM74 and UM75 direct-to interoperability with Hoppie CPDLC broke prior to 1.5 release 2809: Maximum distance for DIS CROSS on FIX INFO should be 500 miles, not 200 2810: Galley normal map has excessive gloss 2811: Crash when airplane is dragged up into the air in turn estimation code 2813: Crash when selecting direct-to the last waypoint on an airway if followed by a discontinuity 2815: NAV radio test wasn't generating the correct test data out of the NAV-4000 and DME-4000 radios 2817: When an intercept leg his an IF-TF target, it incorrectly marks the intercept leg as virtual, instead of the IF leg 2821: PAX hurry up call option is broken 2802: APU GEN off caused CTD, broke airframe file 2768: Changing NAV SRC while OEI causes CTD 2803: Crash due to dangling airway-to-waypoint mapping table left over after a navigational database swap 2822: MFD Nav Radio Missing Auto Label 2828: Closing a disco in front of a VECTORS transition isn't generating a TF leg segment properly 2440: When a NAV radio is set to auto tuning, manual tuning via MFD doesn't work 2801: CTD when using DTO history 2829: ETA column on FPLN PROG MFD DATA page is computed incorrectly on TOD when TOD is on current leg 2830: DIR-TO page isn't showing required path angle and VS on page 1 2832: Alternate cruise altitude isn't being used in alternate fuel use calculation 2833: ROSE mode TO-FROM flag should be drawn with a black outline, not black-filled 2834: FPLN sequences prematurely when crossing 180 degrees of longitude 2835: IRS hybrid position solution needs to handle GPS position wrapping 2837: Add Altitude and POSCON to list of supported networks/clients in user settings 2819: CTD crossing 54N040W 2838: Mandatory turn direction can be mishandled by LNAV in certain corner cases 2839: Pilot oxygen mask blockage failure condition inverted, resulting in zero oxygen consumption 2841: Limit CPC auto valve rate to prevent oscillations when high cabin altitude condition is encountered 2840: Implement explicit versioning of serialized data sets to avoid persistent breakage of state files 2842: Entering a single-digit or two-digit radio frequency should tune the matching frequency preset slot 2843: Entering more than an 8-character frequency slot name in TUNE page crashes 2844: Moving VS/Pitch wheel should revert to Pitch mode unless the active vertical mode is VS or GS capture 2846: TO and GA vertical modes should be cleared by AP engagement or pushing the FD SYNC button 2850: Rounding of coordinates can cause a copy-back of 60 minutes out of a fix definition 2851: Geographic coordinate entry must allow entering 180 degrees of longitude 2852: When going direct-to the first waypoint on an airway, the direct-to path construction goes haywire 2854: Don't allow editing VNAV data on FA legs 2855: Inserting PDW at end of FPLN while in the air causes the FPLN to go direct-to the PDW instead 2857: Using FLEX takeoff results in spurious VSPEEDS DESELECTED when changing altitude in flight 2859: Update 3rd party docs to latest state 2861: Always clamp FD pitch command to allowable range 2862: Don't do terrain auto-popup on the PFD during a TAWS test, only during a genuine TAWS caution or warning 2863: When a CPDLC direct-to targets a navaid or airport as a FIXNAME, INSERT MOD into the FPLN fails 2864: When an FC leg occurs on a 5-character waypoint, the length field gets truncated to show only the leading zero 2556: Clock Local time is non-functional 2875: Pitch servo mistuning during G/S approaches was causing divergent oscillation at lower framerate 2876: Missing altitude in POSITION REPORT message human-readable format just before the "NEXT" word 2878: RNP approach handling without GNSS is producing spurious FMS messages 2879: Hoppie CPDLC interface needs to support climb and descent rate messages 2882: Boost pump INOP light and CAS messages should come on when on ground and the pump switch deselected 2883: Don't post ATS FAIL when no ATS mode is active and T/Rs are selected 2877: Secondary motive flow supply line occurs after the main ejector check valve, not before it 2884: Don't compute CLB, CRZ and MCT N1 targets when engine bleeds are off 2881: BACK ON ROUTE triggering too early, while still very far cross-track 2880: Waypoint ETA time computation unstable due to floating point rounding 2886: libcpdlc - deleted some dead code from ARINC 622 refactor 2887: libcpdlc - POS REPORT FANS page isn't automatically picking up FMS-supplied waypoint name data 2888: libcpdlc - altitude and speed display is doing incorrect rounding 2889: IRS study window wind component needs to be reversed and have proper alignment and units displayed 2890: TOC data shouldn't show on VNAV window 2891: TOD shouldn't show on VNAV window unless we're close to it 2893: Don't show TOC and TOD lines on FPLN PROG MFD DATA page when they're no longer relevant vertically 2894: Don't produce a vertical track alert when we're already below the TOD 2897: NRST APTS map symbols on AFDs need to respect the minimum runway length limit set in DEFAULTS 2900: Spurious APPR NOT AVAILABLE when an approach is marked for RNAV-any-sensor even though IRS is available 2901: Don't flash waypoint name on PFD when approaching it if FPLN sequencing is inhibited 2904: THRUST LIMIT page should show VERC label, not VFTO, during single-engine enroute climb or driftdown 2907: LPV approaches flown as RNP aren't bringing up the RNP ARM and RNP APPR messages 2913: Procedures with legs whose course is referenced to a LOC or ILS emitter's magvar are having the airport's magvar applied instead 2903: Non-applicable "Sit in Seat" menu items will now be disabled based on user location 2916: Add animation datarefs for ADG 2917: ADG drop at high speed stalls the turbine blades and doesn't come up to full speed 2920: Rename CL650/adg/phi dataref to CL650/adg/pitch 2922: Reacquisition of nav radio corrections after long period of no corrections doesn't wash out accumulated variance quickly enough 2923: FMS-FMS DISAGREE message mustn't compare the position of the non-active FMS 2921: FPLN with DEST only crashes when a departure runway is selected from arrival airport while on the ground 2924: LOC and VOR steering is too lethargic at larger distances 2925: Don't drop EPU when doing navaid retuning 2926: New tooltip system needs support for custom fonts with unicode characters 2928: Don't dump TACAN-colocated DMEs from the radio simulation 2929: Entering PAX/WT in one go doesn't correct convert LBS passenger weights, resulting in spurious INVALID ENTRY 2932: TERM WX VIEW page has carets on the wrong side when available airports overflow to the right-hand side 2933: Vertical prediction gives incorrect climb path for simple flight plan 2936: PL21 FMS FPL test program doesn't resolve airport and runway arguments to the "pos" command correctly 2937: Move climb mode variable into tighter scope in solve_vnav_clb_misap 2938: Don't hard-assert that we need elevation in FPL path solver 2939: Automatic VOR/DME updating facility shouldn't try to tune in TACANs 2941: Don't attempt radio corrections if the station is more than 45 degrees slant angle 2942: Don't post FMS DR and LOW POSITION ACCURACY messages when on the ground 2943: Radio correction distance misestimation due to altimetry errors and slant angle needs to be taken into account 2945: Manually setting position on the ground should set all FMCs at the same time 2946: In certain cases, going direct-to can cause the VNAV to enter descent mode prematurely 2947: When shortening procedures, update the TO side of the procedure line to reflect the new termination waypoint 2948: Doing a vertical direct-to to a CF leg that is also a lateral direct-to results in incorrect VDEV computation 2949: Disable IRS soft realign in preflight phase to avoid generating bogus alignments if the airplane starts moving 2950: Add extra FSCU table data for estimating very low AUX tank levels and aircraft is in an on-ground attitude 2951: Desensitize amber GNSS NOT AVAILABLE message so it doesn't always come up on the ground when powering up 2957: Creating or deleting custom states doesn't immediately sync the airframe database to persistent storage 2958: HUD rendering isn't stopping when the HUD combiner is stowed 2960: Refueling on uneven terrain can fail to hit the HL switch on the higher wing 2962: Add special case for abbreviated 833 frequency entry for 16xxx to 19xxx 2964: Reduced half bank isn't being used when it should 2961: Restore XP squawk code datarefs explicitly during a state restore 2968: ATS PIDs need to be reloaded from master config even on a state reload so we don't keep reusing old PID params 2970: Relax FPL deserialization when loading persistent disk FPLs in case the NAV DB has been changed or corrupted 2972: Optimize ARINC 429 code to avoid using avl_walk wherever possible 2973: Expose runpool profiling datarefs in non-debug builds 2974: Don't redraw cabin info screen when camera is far away from the airplane 2845: Chart zoom commands’ description is backwards 2980: Optimize PFD ADI drawing by removing explicit black outlining of certain text elements that aren't outlined on the real avionics 2979: EPU shouldn't be being drawn on compressed PFD 2978: Bearing display on compressed PFD doesn't fit vertically into the PFD 2981: Reduce Hoppie polling interval to 1 minute 2982: When DTG is unavailable on PFD, show it as 4 dashes, not dash-period-dash 2986: Show white NO APPR if a loc-check occurs during NAV-to-NAV setup 2997: Backup low speed cue in absence of Aux AOA signal should show enhanced red band instead of plain solid 3001: Refine autopilot pitch steering to get rid of "shaking" of yoke when AP is making large inputs 3005: LNV steering mode is prone to some oscillation at higher speed 3007: Bleed flow system mis-accounts bleed mass-flow demands, resulting in too high running ITTs 3011: Don't compute a TO N1 limit with 10th stage bleeds and anti-ice selected on 3008: Automatically check the respective minimums box when the DCP DATA knob is spun while setting REFS 3012: When baro minimums are selected, ALT SEL should snap to the baro mins value when rolled through it 3018: Update GPS Almanac URLs to new ones 3025: Implement variable rate trim commands from FCC as they should be PWM, not constant 3033: Extended no-manip section of cabin and fuselage to avoid clicking through to outside manipulators 3027: Pin missing on Nose Gear torque links (scissor links) 3030: Autopilot should be available when on EMER POWER ONLY 3021: Flying the KLEW ILS 04 from ENE w/HILPT causes a CTD when turning inbound 3029: At airport 3J7, the fueler is asking for liters when it should be asking for gallons 3037: Reduce min volts for most avionics modules to avoid a reset during a hard generator under-power trip 3042: VNAV direct-to shouldn't clear constraint class on intermediate legs if there is still a speed constraint on the leg 3043: VNAV phase can revert to CLB if TOD is constructed based off a descent constraint on an enroute leg 3045: "Requires Better Pushback" note on handling request form is misplaced vertically 3047: Hoppie """CPDLC""" likes to send lowercase in messages, so auto-uppercase everything 3048: Don't round BOW and AVG PASS WT values in defaults 3050: When left collector is nearly empty, ejector pump incorrectly over-calculates delivery pressure, causing APU cutout 3051: Arc legs can turn the wrong way if the aircraft intercepts at a steep angle and is outside of the arc start/end radial 3055: Entering wind component on TAKEOFF REF or APPROACH REF shouldn't zero the value if no H/T/P/M is given 3056: Permit fly-by of fix terminations if followed by intercept legs which would trigger before the fix termination 3057: Distance and radial terminated legs need to allow for fly-by unless explicitly tagged as overfly 3062: Don't allow fuel truck hookup with beacon light on 3064: Refine steering around tight arcs for RNP-AR approaches 3039: GPS doesn't correctly compensate for time-acceleration on velocity trends 3066: When an intercept leg overshoots an arc due to turn radii, prevent an intercept from happening on the far side of the arc 3067: Don't do direct-to joins on the next leg when a DF is followed by a TF 3072: Need support for RF legs with more than 270 degrees of arc 3071: LNAV should use rough altitude estimation to correct groundspeed and do turn prediction further down the FPL 3070: V-MDA PATH guidance isn't aiming at the runway or airport, but instead at the MAP 3073: AC ELEC page line from APU gen to APU data box should be filled green when APU gen is available and selected on 3074: Use previous pass VNAV altitudes for turn estimation during the LNAV construction pass 2190: Don't allow entering 3-digit abbreviated frequencies into COM tuning field 3076: Show INVALID CHANNEL instead of INVALID FREQUENCY on incorrect channel entry into COM tuning fields 3079: Vatsim """CPDLC""" sometimes uses CONTACT messages with reversed arguments 3078: SBAS integrity check should only be performed in LPV approach mode or on approaches where SBAS is mandatory 3082: Redesign VNAV phase determination to be much simpler and more reliable 3083: FMC2 checks the wrong GNSS side for disable status before using it 3085: VNAV SETUP transition alt/level entries should reflect the same value as used for the FL ALERT 3087: Hoppie """CPDLC""" messages can sometimes include a trailing " FT" part in altitude arguments 3089: Add additional detection of Hoppie logon rejections 3090: Reduce the engine vertical cant slightly to line up closer to technical docs 3093: AFD heading and engine data isn't being properly cleared out when the system is powered off 3094: Disabling FD should disable VNAV mode 3096: Need to handle Hoppie "MESSAGE NOT SUPPORTED BY THIS ATS UNIT" message 3099: Performing T/R check on the ground shouldn't cause the ATS to go FAIL, and only DISENG'D if active 3098: Deselecting TO mode on the ground should kill N1 TO ATS arming 3101: When ATS disengages automatically in landing mode, don't flash amber DISENG'D on the MSD 3104: Reduced bank angle heading control is unstable 3108: Refine GP mode steering when large trim changes are required due to flaps deployment and speed changes 3109: Don't attempt to process gear-related CAS messages from bad data when both PSEUs fail 3110: Parking brake config warning must come on when in the air or PSEU is failed 3106: ATS MSD should go blank after 7 seconds of SERVOTST 3112: Prevent removing a ground pin when the PSEU is attempting to move the corresponding actuator 3115: Refactor final VNAV path construction to start at the runway, not the FAF, except in case of V-MDA approaches 3122: Fix gap between top edge of overhead base and ceiling 3123: Arrivals with STAR terminating in vectors without a bottom altitude will fail to capture PATH mode 3124: VNAV doesn't stop on a level segment if the subsequent leg's altitude constraint is lower 3125: Entering a nonexistent airport into ORIGIN with no flight plan will crash 3126: Implement more route name entry validation 3127: Cruise speed determination is incorrectly converting m/s to knots and resulting in bad estimation when cruising below Mach 3128: Fixed gap between meshes in vertical stabilizer 3032: Fuel cap and forward equipment bay doors are missing lock/unlock decals 3015: 3 screws on radalt antenna on tail of aircraft are doubled-up and z-fighting 3133: Fixed gaps on rough section of power lever handles Normal Map. 3132: Don't allow loading pilot route directly into ACT FPLN while in the air 3134: If FMC groundspeed is momentarily invalid, it can cause FMC3 to crash Enjoy these latest updates, and stay tuned to the forum as we continually announce the latest happenings.
    18 points
  7. 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.
    18 points
  8. The Challenger can be hard work on the approach and landing, but when it all comes together it's very rewarding. All the beta testers had difficulty learning how to land, it's all part of the fun. On approach be aware that unlike aircraft like the 737, the pitch response to power is reversed, that means a power increase will see the aircraft pitch down for a moment. This can lead to an oscillation developing, so be sure to fly the pitch attitude accurately. If you find you're wobbling up and down, aim to make smooth power changes, and remember the HUD flight path vector is useful tool, but can get you into trouble too. A useful check is 0.6 on the AoA index on approach. If it's higher than that, you're too slow. Remember Vref +5, and check your weights on the approach ref page. For the landing flare, lift the nose to to arrest the rate of descent, starting at just below 40 ft. Make a smooth power reduction and fly the aircraft onto the runway. The pitch attitude in the flare is around 3 degrees, but look at the end of the runway, not the HUD! You'll have plenty of time for butter later, so for now put the aircraft down positively in the touchdown zone. If you go butter hunting, you'll only find little bounces - ask me how I know! Once you've landed, extend the flight spoilers (the ground spoilers are automatic, but the flight spoilers need to be raised by pulling the lever), use the reversers and you're down. And stay away from that HLIS button, it'll trick you into making your landings worse!
    18 points
  9. The Challenger has very good takeoff performance, so everything happens quickly. For the first few flights a heavier weight can help keep things in check. One of the key differences between A320/737 aircraft and the Challenger is there is no speed reference system on the Challenger. Instead the flight directors will give a fixed pitch target when pressing the TOGA buttons. Following the guidance from our subject matter experts, and adapting it for use in the simulation, we've got two easy ways to manage the initial climb, which can be remember as Pitch/Sync and FLC. Try both and see what works for you. Pitch / Sync: Takeoff and follow the initial flight director pitch target. Accelerate in the initial climb maintaining that pitch, retract the flaps at VFTO+5 then at a safe altitude hold the “Sync” button and lower the nose to about 10 degrees to start accelerating. If using autothrust it can be set to maintain a suitable speed, but your primary control is pitch, which can be adjusted easily by holding sync and flying the aircraft to the new pitch attitude. FLC: Takeoff and aim for the initial pitch target before selecting FLC mode to capture a speed of roughly V2 +20. At most weights this will result in a very steep climbout. At a safe altitude, increase the speed to lower the nose then retract the flaps at VFTO+5 A hybrid approach may be useful - remember unlike an airliner the Challenger has seats facing sideways - so while a space rocket climb profile can be fun, it’s unlikely to get repeat business for your VIP transport business.
    17 points
  10. I don't think I'm going to make it in April Marco.....though I am very close to wrapping things up. Targeting first half of May it looks like now. Right now there is a lot of quality control checks being done. With 3 variants it is quite a lot of flight testing. The last week has been compatiblity work with all the probable hardware configurations and setting up the preferences etc. All the lighting / night lighting is done and the only thing that remains is a punchlist of small items, a few more liveries to do and the last thing will be the sound. This certainly won't drag out, there is nothing else on my plate and this work is all day every day for me until release. -Tom
    17 points
  11. LINK HERE Note: aircraft name is clipped to 12 characters for custom airframes, sadly (limit does not apply to default profiles). Fixed by SimBrief Based on the already-accurate default CL60, with the following adjustments: equipment codes and extra flight plan remarks kindly provided by Graeme_77 here: OEW/BOW updated to match the Hot Start airframe without passengers (12,315 -> 12,556kg, includes two pilots) passenger weights updated to somewhat more closely match the randomized weights as simulated, going with 74+15kg so you can still carry 5 passengers+luggage and full fuel at MTOW if you are flying Kim Dotcom around (supposedly ~141kg or thereabouts), sorry, you will have to make adjustments, or just count him as two passengers see below for more information: Don't forget to add extra crew (anything above the two included in OEW) as passengers when planning your flight! Cheers, Tim
    17 points
  12. another quick update. Not much has changed since the last report, except I'm a whole lot further along on my MU2 project than I was at last report. X-Plane is still full time work for me and I'm making steady progress towards returning to this guy. Jan is standing by for the aftermath of the MU2 release when we jump back onto this guy full time and work the FMC and other 3D for a good while I'm sure. I suspect we'll be back on the IXEG by the summer months. -tkyler
    16 points
  13. Quick report. I'm moving things back oh so slightly. At this point, I'm updating the docs and working on the sound engineering. The sound is the long straw here, FMOD is a bit new to me and quite intimidating for first timers and taking a bit more time than I hoped to get up to speed..... and I'm quite picky about sound. I am still working on it daily and safe to say that when the sound is done, we'll get it out. I won't say when, but I myself will be quite disappointed if its more than 3 weeks. -tkyler
    13 points
  14. Hello All, This will serve as a formal forum announcement that we have released the version 1.5.2 update for the CL650. All customers who have purchased the CL650 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 CL650 from today forward, your purchased download will already be updated to version 1.5.2 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 Challenger 650 download and re-download the file. It will download as the latest version! The following is a list of additions/fixes included: What's New / Changed: New Features: 2690: Add a clickspot for inspecting wing surfaces during preflight 2708: Add support for xPilot’s SELCAL datarefs 2716: Implement FANS CPDLC support 2732: Implemented DEP CLX, OCEAN CLX and ATS LOG datalink subsystems Enhancements: 2691: Redesigned the overnight icing accumulation algorithm to use real METAR data 2688: Add support for detecting POSCON client for disabling realistic altimetry feature 2698: Implement workaround for FMod sound bug when loading the airplane with sound muted 2699: Implement dataref interface for libfail to allow 3rd party software to trigger our failures 2320: User request for dataref to indicate when in “walking mode” Bugfixes: 2683: ABEAM REF distance and time isn't working correctly 2687: V-bar FD vertical deflection & rotation stacking should be reversed so the V-bar rotates around the nose indicator 2692: Reduce landing and taxi light brightness to be a bit closer to reality 2648: KEUG I16R with EUG transition is handled incorrectly for the subsequent leg intercept off the procedure turn 2409: Shrink or hide manipulators for engine fire push buttons so they can’t be clicked by mistake 2685: Manual ENG BLEED setting isn't being cross-talked between FMCs 2693: afm_mgr has a potential deadlock due to locking inversion if a state load coincides with a state save 2694: THRUST LIMIT page 2/2 shouldn't be selectable in the air 2695: Smooth FPLN leg joins should anticipate turn radius changes due to climbs 2697: CPC PID derivative rate was still causing oscillations when reloading a climb state at higher ISA around mid-20 thousands 2487: CTD - CL650[chart_prov_navigraph.c:1086]: assertion "chartdb_add_chart(arpt, chart)" failed 2721: Receiving a ATIS datalink message should show green DATALINK advisory CAS 2730: Reduce initial engine parameter variance a bit to help avoid unusually high ITT deviations 2775: Fix radial are off by a few degrees 2776: ATS posts an FMC ERR when FMS3 is selected as active on the left side 2779: Descent altitude constraints can stick past the waypoint where they are applicable 2780: Compressor stalls should stop when the engine is shut down 2773: PFD SVS rendering distance too short 2768: Changing NAV SRC while OEI causes CTD 2784: Small amount of aileron trim causes persistent monitored AP disconnects due to servo misalignment alarm firing 2769: DCT fix in FMS followed by pressing NAV causes CTD 2767: CTD when attempting to use invalid AFCS data 2749: Hold exit followed by FPL disco. clear = CTD 2785: Newly created airframe has right hand side cabin window blinds closed 2786: Engine hydraulic SOVs were being ignored when determining engine-driven pump operation 2787: Manual date setting on STATUS page results in setting incorrect year 2789: Make tail refuel pump fatter by 1mm to avoid spurious AUX TANK HEAVY CAS messages 2791: PBPB waypoint entry when first WPT SEL has 1 option and second WPT SEL has more than 1, empty WPT SEL shows instead 2792: PBPB waypoint checker should be using the passed selection lookup type, instead of defaulting to database-only 2793: WPT SEL screen should return to the caller's subpage 2777: Fix page missing Lat/Lon Cross small text 2795: FLT LOG fuel used needs to allow entering DELETE to reset the value 2796: TERM WX should allow for non-ICAO station IDs 2794: Add a checklist menu item to manually stop the FO's go-around flow 2797: is_valid_icao_code should allow for numbers in IDs 2798: Invalid ICAO code in FPLN RECALL page isn't generating an INVALID ENTRY error Enjoy these latest updates, and stay tuned to the forum as we continually announce the latest happenings.
    13 points
  15. Hi all I made a vSpeed callout LUA-script for the HotStart Challenger 650 if anyone are interested. It requires HotStart Challenger 650 v1.2 or higher. Take a look here:
    13 points
  16. In the Challenger v1.4 we're introducing a new capability for the THRUST LIMIT page - selecting either derated (FLEX) or maximum (MTO) takeoff modes. Please see the attached PDF for a description how to set these up. CL650_FLEX_MTO.pdf
    13 points
  17. Hello All, This will serve as a formal forum announcement that we have released the version 1.3.1 update for the CL650. All customers who have purchased the CL650 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 CL650 from today forward, your purchased download will already be updated to version 1.3.1 for you. IMPORTANT!: This build might not recover avionics & engine settings for saved states, so it should not be used to reload an in-flight state that was created by prior versions. On-ground states should be safe to load. You will need to re-create any in-flight states you previously had. REMINDER! Some customers have experienced performance issues where FPS in sim got very low or unflyable. If this has happened to you, please read the following on how to handle the situation: 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 Challenger 650 download and re-download the file. It will download as the latest version! The following is a list of additions/fixes included: What's New / Changed: New Features: 2503: Need a dynamically drawn placard on the MIP to show the registration, MSN and other info 2532: Implement direct wind component specification format on PERF INIT and LEG WIND pages 2616: Implement screen backlight bleed effect 2638: Add standard exterior placards and markings 2315: Add support for single combined forward/reverse axis (TCA throttles) Bugfixes: Visuals: 2509: MDC panel backlighting should be deleted 2510: Fix overhead annunciator text for APU PWR FUEL and MAIN BUS TIE 2448: LWD and RWD text on aileron trim panel is too close to switch and is hidden by the cutout in the panel 2450: Texture error on toilet door 2511: Fixed center pillar to cover top of sight alignment 2512: Smoothed out tablet holder 2513: Fixed Z Thrashing on screws of rear CB panel 2514: Darkened overhead annunciator textures and made the LIT's a richer color 2636: Overhead vent used for cockpit entry out of position 2639: Flipped direction of window blinds on all cabin windows except for the emergency exit window 2640: Enlarged manipulator for glass cover on fire buttons Simulation: 2470: ADG manual deploy signal cannot be reset on the ground 2462: Flashing STALL on PFD during STALL test 2491: OpenGPWS connection failure in phys_init causes a subsequent crash in error handling 2495: Map cursor doesn't account for magnetic variation in PPOS mode when copying coordinates to scratchpad 2477: Crash when entering a hold at a waypoint requiring the WPT SEL screen to show 2497: Doing a regular waypoint insert on the HOLD AT page should switch to the matching LEGS page 2500: Fixed protruding hinges on nose gear door 2501: Closed minor gap on fuel panel display 2505: Closed very minor gap between wingbox and fuselage 2494: Fueler dialog popup is lost if fbo phone is answered 2506: Forgot to delete GLsync objects after use, leading to persistent memory leak and eventual crash 2508: CA and VA legs mustn't be allowed to reduce to zero length to avoid sequencing issues from intercept legs 2517: Read back of speed limit value on VNAV SETUP uses incorrect feet-to-meters conversion 2518: MCT and APR should be selectable as normal thrust modes 2519: Selection of TGT on THRUST LIMIT should show in cyan 2524: AUX-to-MAIN transfer needs fatter pipes to keep up with single-engine ETOPS operation 2525: Leg join computation can fail on DF legs if the leg is zero length 2529: Increase wing tank ram air temp effect a bit to counter excessive fuel chilling 2531: APU NEG-G SOV isn't correctly inhibiting APU fuel flow 2534: In the air, FPLN PRAIM should show PRAIM CHECK CANCELED 2541: Idle thread prioritization appears to be dangerous in Rosetta on MacOS Monterey 2544: SEC PERF is not selectable on pages other than page 1 of SEC FPLN 2548: Right latch on APU service panel door isn't holding the door closed 2527: Crash on reselecting taxi lights checklist item after Shutdown checklist completion 2538: VFLC FMA speed needs to be magenta 2550: Engine oil pressure transducers weren't properly hooked up their electrical power inputs 2551: Deleting on a hold to an enroute DIRECT leg deletes the entire route line 2562: Boost pump INOP light shouldn't come on in flight on a running when pushed in 2559: Osrand issue generating auth request for Navigraph on Windows 2564: Switching EICAS reversion to BOTH PFDS, the CAS on the L MFD is not replaced by a red X 2561: Popouts don't restore size/position when reentering cockpit 2565: DC BUS 1 and DC BUS 2 CAS messages aren't being posted if the respective TRU is unpowered on the ground 2566: DC ESS BUS and DC EMER BUS CAS message trigger conditions weren't correct 2568: CAS trigger conditions for ESS TRU 1|2 FAIL were incorrect 2570: Incorrect trigger conditions for AC BUS 1|2, BATTERY BUS and EMER POWER ONLY CAS messages 2571: Trigger condition for APU GEN OFF message wasn't correct 2582: Database lookup page counter retained from sub-pages 2567: TCAS ALT TAG and TRAFFIC fields blank on new airframes 2585: FMS plan file containing a destination approach keeps throwing BAD ROUTE PARSE 2589: Retune CPC PID to be less susceptible to entering a self-amplifying oscillation 2557: VNAV misbehaviour when shortening an arrival. 2597: Navigraph chart common to multiple procedure variants might not be picked up automatically by the IFIS charts feature 2591: Overbanking results in erroneous RA readout 2516: Contrails still showing even with engine shut down 2599: Make the dialog tree popup window follow out of VR when the headset is removed 2603: SEL WPT page doesn't properly set up its subpage counter if the total number is less than 2 2607: Going direct-to an internal airway leg causes the subsequent airway legs to be dropped 2606: Connecting a STAR into an IAP starting with a hold duplicates hold turn direction into connecting leg 2608: Pushing YD DISC should trigger monitored AP disconnect with continuous cavalry charge 2609: Aural tones shouldn't be cancelable by pressing the Master Warning/Caution cancel button 2610: Once a monitored AP disconnect has occurred, the only way to silence it is using the AP DISC button on the yoke 2611: Shorten the AP disconnect cavalry charge to roughly two chirps 2621: FIX copy-back of the intersection off of VORTACs wasn't using the correct magnetic variation 2623: libhud is susceptible to crash on an internal assertion failure when a GL error was generated externally 2630: Modifying vertical constraint value shouldn't change constraint type if there's already one there 2631: Don't show VOR ID on PFD bearing data when associated DME radio is in HOLD mode 2632: Don't show bearing distance and ID on the PFD if it's the active nav source Enjoy these latest updates, and stay tuned to the forum as we continually announce the latest happenings.
    13 points
  18. A few pilots are having issues with AUX TANK HEAVY messages. This is totally understandable as (A) we didn't tell you how to work the refuelling system and (B) Good grief - never let a pilot near a refuelling truck! The docs will be reviewed to see if something better can be written, in the mean time... Refuelling - Easy Method Tell the fueller how much fuel you want. He's going to say "I'll start up the pumps". Wait for him to go downstairs, then only switch the L WING and R WING shut off valve (SOV) on. Check the OP lights (OPen) indicate. The fuel values are pressure operated, no refuel pump pressure, no valves open. The open setting on the switch can also "time out" and the valves won't open even when pressure is applied, so watch the panel until the valves indicate open. The wing tanks will fill, the HL (high level = full) lights will indicate and the fueller will tell you he's done. If you don't have enough fuel, tell him to keep pumping, and this time open the TAIL and AUX valves together (always together - note the white line on the panel between TAIL---AUX indicating they work together. Again, watch the panel until the valves indicate OP. If you don't have all the open lights on, the fuel balance between aux and tail will be incorrect. When the fueller finishes this time and you have enough fuel, close the SOVs and switch the fuel switch off. You cannot defuel in the simulation, it's virtually impossible in the real world outside of maintenance operations. If you want to help the fueller out, you can work the pump yourself using the menu Challenger 650 \ Ground Services \ Refuel \ Refuel Truck. It's fairly simple, like a fancy gas pump! The pump symbol at the top left of the display indicates the pump is running. Start and Finish are the only buttons you need for basic operation. But I've still got AUX TANK HEAVY when refuelling on the ground! Did you land or start refuelling with a significant amount of fuel in the aux tank? You may need to balance the aux and tail fuel when refuelling to keep the aircraft in trim. To do this, ask the fueler to start the pump, on the refuelling panel switch only the TAIL SOV to open and then press and hold the override button. With this button you have great power, but also great responsibility - be very careful! Refuel with the override button pressed until the AUX TANK HEAVY message disappears, then resume normal fuelling if required.
    13 points
  19. Hello All, This will serve as a formal forum announcement that we have released the version 1.1.0 update for the CL650. All customers who have purchased the CL650 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 CL650 from today forward, your purchased download will already be updated to version 1.1.0 for you. IMPORTANT! Some customers have experienced performance issues where FPS in sim got very low or unflyable. If this has happened to you, please read the following on how to handle the situation: NOTE: This update brings the simulation of gear pins and probe covers. Be sure to conduct a proper pre-flight check of the aircraft to avoid issues with retracting the gear or air data. For more information, please watch the following videos: https://hotstart.net/cl650/pins.html https://hotstart.net/cl650/covers.html https://hotstart.net/cl650/chocks.html 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 Challenger 650 download and re-download the file. It will download as the latest version! The following is a list of additions/fixes included: What's New / Changed: New Features: 2264: Added oxygen refill feature 2263: Added oxygen service gauge 2266: Implemented fire extinguisher bottle servicing 2334: Implemented replay support of doors and switches 2339: Implemented animating chocks during replay 2375: Implemented gear pins 2375: Added physically simulated probe cover flags 2393: Added downscaled texture version for GPUs with less VRAM 2404: Added a new hint window at the top of the screen to help with potentially missing preflight 2418: Added and animated window shades with drag manipulators Documentation: 2383: Included training scenarios document in release documentation package 2384: Updated "Expanded Normal Procedures" and "Operations Reference" docs with latest copies from Graeme 2385: Engine start checklist hint image needs to instruct pilot to push boost pumps back in before starting left engine 2386: Flight compartment checklist hint image 42 needs to mention combined IGNITION message, not two separate ones 2387: Flight compartment checklist hint image 66 needs to mention ATS and NAV arming 2388: Auto-install stock failure scenarios into Output/Failure Scenarios Bugfixes: 2239: Setting landing lights to on should also turn on the taxi lights 2240: Don't allow manipulating probe covers mid-flight 2242: Ice detector wasn't taking its cover into account in determining ice accumulation 2252: Truck hoses and cables weren't showing up in sim 2249: Cabin Environment Study window, text error. 2245: Ground elec power access panel sometimes didn't close when removing ground AC power 2255: Activating a new SID in the air can crash if the departure waypoint is an airport and has the DIR-TO-FROM flag set 2259: ASU hose wouldn't disconnect if the ASU was shut down and the airplane moved 2260: AFCS VS PID needs to respond a bit more slowly, to avoid overshooting the VS target 2261: Airframe manager was reporting spurious distances when reloading a nearby state 2269: FL alert must avoid triggering if a baro switch causes a bump-up in altitude 2273: Do not exclude non-IFR airports out of the airport database 2281: FMC aiport database shouldn't exclude airports with only grass runways 2284: Airportdb could crash if it encounters an airport with no name 2285: Typo on refuel-defuel study window labeled left main tank as right main 2287: HOLD page FIX ETA line should be populated any time we have an ETA to the waypoint 2288: PAX DOOR STOW should show when T-handle isn't stowed, not when T-handle cover is left open 2293: IRS units fail crossing antemeridian / international date line 2304: TSS isn't resetting X-TCAS output ops resulting use-after-free crash during soft reload on boot 2312: Crash due to phys lock assertion fail 2316: When an airport is part of an FMS flight plan or simbrief route, the route parse will fail 2317: Regmark object needs to be separate with Outside lighting mode to allow the logo light to illuminate it 2318: Bus short circuit failures weren't working 2322: Wind component indication on MFD DATA NAV STATUS page was reversed from actual components 2330: Need to control X-Plane default light datarefs to get the beacons to show spills in sim 2328: CDU LW =/= MFD LW 2291: CBP-4 No animation on line C 2333: Entering a distant waypoint into final descent could crash due to bad altitude computation 2340: ALT hold function shouldn't be affected by baro setting changes 2344: SPKR volume button on ACP isn't lighting up when pushed in 2345: FAA charts provider didn't work on Windows due to CA list not being configured 2338: Crash when entering FBO: assertion "mgr->filenames[active] != ((void *)0)" failed: 2305: Crash after deleting a standalone HOLD at the end of a procedure 2342: Crash during datalink upload of flight plan. Crash occurs in error reporting code 2336: DEP/ARR crash 2325: BRT and OFF labels are in the wrong positions on lighting controls 2313: Entering excessively low ISA deviation on PERF INIT page will crash due to negative fuel burn 2314: Nose light spill missing 2354: Don't lock out 112.00 MHz, it's VHF channel 57X 2352: ISI is still prone to "toppling" 2359: Refueler should also be using US gallons in US territories outside of the contiguous States 2360: Takeoff and landing computer should round weights to nearest 100s to avoid non-obvious VSPEEDS DISAGREE 2361: Automatic transition from ALTS CAP or ALTV to ALT captures the wrong altitude 2358: NRST APTS page crashes when it encounters a non-ICAO airport 2364: LNAV might turn the wrong way on a course or heading intercept leg 2366: N1 split or overspeed should put ATS in DISENG'D, not FAIL 2376: Duplicate dataref registration in abus wire is causing a crash when datarefs are accessed in DRE 2380: APU hobbs isn't set on initial load if the APU ECU is powered down 2381: Using default X-Plane checklist command binding crashes 2394: If IAPS breaker pops due to FCC overload, it can enter an inescapable excessive power-draw-reset state 2395: FMS elevation should be using GPS HYB INS elevation so LPV approaches work correctly with misset altimeter 2398: AC UTIL BUS 2 was labeled as "UTIL BUS 1" on AC synoptic page 2400: Operating the T-handle shouldn't be possible while the locking handle is up 2349: CTD when starting new flight. 2401: libswitch can crash on init if replay worker thread isn't initialized before first floop call 2367: Modifying SEC LEGS causes crash when PRI has legs 2410: FREQ CONV breaker was permanently popped out and couldn't be manipulated 2411: Hidden not-yet-functional oxygen flow indicator on cockpit oxygen mask panel 2412: Reanimated main door curtain to avoid clipping through its cover door 2413: Left ACP integral lighting was non-functional 2414: Closed up holes around control columns on cockpit floor 2415: Fixed animations for right side ADF1 and 2. Fixed VHF3 on left side 2416: Added PA selection on ACPs 2417: Removed extraneous latch from lavatory door 2419: Re-animated misaligned rudder pedal on Pilots side 2421: Fixed manipulator not animating for door pull-up assist handle 2424: Fixed white halo around text on cabin side panels Improvements: 397: Missing cabin speaker chime for SEAT BELT and NO SMOKING signs. 2244: Engine start hand signal should check for the presence of probe covers 2253: Write back to X-Plane to override windshield icing datarefs to prevent spurious windshield icing 2251: Ship a default outdated GPS almanac for people who are in geo-blocked countries and cannot fetch new almanacs 2256: Fueler should knock if he's trying to get in but the door is closed 2258: Added rudimentary XP systems bridge to force avionics_on and avoid network client sound issues 2262: Increased ground effect a smidge to match closer to real life landing attitude 2265: Yokes need to be upscaled by 15% 2271: Sync up X-Plane barometer setting to ours, so Vatsim clients like xPilot report correct baro altitude 2270: After detecting online flight, don't revert to temperate effects until landing 2275: Disable checking the weight-on-wheels flag in X-Plane TCAS data as libxpmp doesn't set it right 2294: TEMP COMP should default to OFF on a new airframe 2319: Increased the size of the beacon spill to 4m 2341: Need PA position on ACP mic selector 2343: Added support for simbrief PBD waypoint specifications in XP11 flight plans 2346: Regmark appareance editor needs an option to hide the automatic regmark for custom painted ones 2348: Tires take too long to spin down on their own 2357: Write back engine running status into X-Plane ENGN_running dataref 2382: Implemented CAS takeoff and landing inhibits 2390: Drop AFD and HUD drawing priority to low on Windows to help prioritize X-Plane on overloaded CPUs 2391: Apply texture downscaling to objects that got missed in authoring 2399: Implemented remaining fuel on NRST APTS page 2402: Prevent parking brake from being selected without first pressing down the pedal brakes 2405: Surrounded cockpit and cabin in null manipulator to prevent clicking through to exterior manipulators and vice versa 2406: Made all manipulators on exterior panels simple click toggles instead of drag 2407: Hide main door pop-out clickspot when the outer door handle is rotated 2420: Added black areas behind external service panels when the door is closed to prevent light shining through 2422: Fixed Wood texture having excessive grain and increased glossiness 2423: Added current customs sticker 2425: Added animated door locking indicator next to T-handle Enjoy these latest updates, and stay tuned to the forum as we continually announce the latest happenings.
    13 points
  20. Captains, In the days since release of the Hot Start Challenger 650 there have been concerns that Gizmo and even the Challenger 650 plugins were causing a major performance impact. We went investigating this, and even got Laminar Research involved to understand what was happening under the hood of X-Plane to try and sort this out. As it turns out, Gizmo is NOT the source of problems, and neither is the 650 plugin; not directly, anyhow. What's happening is somewhat complicated, but I'll do my best to be descriptive, yet brief. X-Plane is programmed to use up all of your CPU cores in order to try and attain higher frame rates. In doing so, there's some major texture paging going on. The problem here is that it leaves almost no room for the Challenger to get its CPU operations done in the process, and mixed with a ton of texture paging, everything goes bust and tasks get stuck in a queue where X-Plane drastically slows down, things pause/stutter, and the experience becomes abysmal. If you happen to have your Plugin Manager open in X-Plane while this happens it will present itself as if Gizmo or the Challenger are using up an insane amount of performance, but this is actually just a mean trick when looking at it from a user perspective. X-Plane slows down so much that it LOOKS like our plugins are to blame as their tasks are not yet performed while X-Plane does other things. Before I go further, I should note, this is NOT applicable to everyone! Most customers here seem to have a great CPU/GPU combination that can handle all of this, but if you're one of the people on the struggling end of the spectrum, you'll want to keep reading this post! Version 1.1.0 of the Challenger 650 introduces a new installer that has a selection for GPUs with more or less than 6GB so we can best optimize your install for you. This will help with some of the VRAM/texture paging operations. That said, there's still more to the puzzle. Because X-Plane is using all the cores/threads on your CPU, it is not saving "room" for the Challenger 650 to do its operations efficiently and the CPU becomes oversubscribed. Laminar Research is likely to fix this issue for developers at a later date after X-Plane 12, so in the meantime we have a workaround to use that Laminar has sanctioned to give out to those affected. If you are affected by this issue, please do the following (this is for Windows users, as the issue seems most prevalent with Vulkan): 1. First, find X-Plane's application and create a shortcut so that we can create parameters. Right click on X-Plane > New > Shortcut 2. Right-click on your shortcut, and select Properties on its contextual menu to open the shortcut's Properties window. 3. The shortcut's Properties window is the place where you can add command-line parameters for that shortcut. Select the Shortcut tab and look for the Target field. 4. You will see a place that has the path to X-Plane labelled Target. X-Plane's path will be in quotes. At the end of the quotes, make sure there is a space after the quotes, then type/paste: --num_workers=n <==Replace the red 'n' with two less CPU cores/threads than your CPU has. As an example, if you have a 6 physical core + 6 virtual core CPU (known as Hyper-threading for Intel, SMT for AMD) for a total of 12 threads, you should put the number 10 in place of the red 'n'. Also be sure you have the TWO hyphens/dashes in front of 'num_workers'! 5. You can now rename this shortcut to something like Challenger 650 if you like. That way you can just click this one when you know you'll be flying the Challenger. If you are unsure how many CPU cores/threads your CPU has, go into your About Computer setting and Google your CPU model number to find out. Be sure to use the total number with Hyper-threading/SMT as your starting point! We know this is a bit unorthodox, but we're doing our best to make whatever solutions we can for as many people as possible. Hopefully this makes your flying more enjoyable!
    11 points
  21. You could be a little more appreciative of the time @Graeme_77 has put forward to try and help you learn this product...free of charge on his behalf. There is not likely to be something like an FCOM found with a real aircraft. Bombardier owns this material and sells it for thousands of dollars, or included with a $30 million purchase. We are not authorized to re-distribute this at all. It's 7,000 pages too, by the way. Along with @Graeme_77, there is also several video series of operating the aircraft complete with explanations by @skiselkov. Most customers have taken to this to learn the product and get along quite well. I do not expect anyone to understand everything here in a day, but exploring and learning through watching the series is rewarding. This is the answer we are able to give you now. Your impatience is evident, so there's your "right now" answer. I have never once looked through any manual for any car I have bought. This is probably not a great example. Ironically for things like this I'd default to YouTube, of which there's also a ton of livestream content to soak in as well for the 650. @Graeme_77 is a volunteer of his time. Please be respectful of his willingness to assist you considering he is not officially a Hot Start developer. He's an extremely knowledgable, kind person who is trying to help you and was gracious enough to help beta test this product before it went to market. He receives no money from this product. There's enough info in this thread to lock it for the time being. Please, use the free training videos out there at your leisure and learn best you can. If you are unable to make sense of something, post here and any of us will be happy to further explain things to you short of sending you thousands of dollars worth of copyrighted Bombardier manuals.
    11 points
  22. Hello all! Since last report, things have been moving very steadily towards release. Work completed includes night lighting, extensive systems programming, documenation and general GUI interactivity refinement. Sound work is mid-process and the last thing remaining. Night Lighting The cabin and baggage areas lights can be actuated from the rear of the cabin, just aft of the door. The cabin light can also be turned off from the cockpit. This is so you can flip on the lights entering the cabin, and turn them off when you get to the cockpit. The baggage light; however, can only be turned off from the rear of the cabin. As you move through the cabin, the reading lights are also implemented, as well as the cabin flood lights. Table settees and privacy doors are actuable of course. The cockpit panel lighting is controlled via 6 rheostats on the overhead, and also, there is a cockpit flood and map light control, also on the overhead. The yokes have map lights on their undersides as well. These yoke map lights are controlled via rheostat sliders on the yoke. Exterior Details Outside the aircraft, more detail was added, including ground support equipment. The ground support equipment affects the relevant systems as expected. If you leave the engine intake covers in, for example, you won't be able to get the engine spinning for lightoff as the airflow into the compressor will be severly restricted. In addition, this will eat up battery charge a bit more quickly as well. With the front chocks on, taxiing and wheel control is restricted, and of course leaving the pitot covers on kills the pitot system functionality. @tkyler tossed in a 3D pilot so things don't look too funky from external views; however, you can disable this option if you like via a preference. I've tried to add a bit of lifelike behavior to the pilot and will expand on this more over time to be more immersive and natural. Here's a quick video link of some of the pilot animation: https://www.dropbox.com/s/m0t6c5qxhjep0xj/taxi_opt.mp4?dl=0 Online Docs Also, the documents are moving to be browser based. They are in a simple static HTML format and so can also be viewed locally as well as online. This makes them searchable, and a bit more reader friendly, as well as more readily updated. Illustrative graphics and animations will also be more easily implemented in this way and PDF exports of the online docs will also be available for folks who like hard copies. Sprinkled throughout the docs are a few The Real Deal technical tidbits. These are descriptive details about real MU2 system behaviors and quite informative in understanding the how and whys of some aircraft operations. Systems simulation The systems simulation is relatively straightforward, but indeed customized quite a bit over default X-Plane. The MU2 isn't the most complex aircraft systems wise, being an older aircraft, so Tom has focused quite a bit on the accuracy of behavior of the simple systems that are there to enhance immersion and have a more natural feel. As it turns out, this is quite a bit of work. All the electrical busses and switchgear are simulated. Most all the fuses work and feed their connected equipment as expected. The autopilot system is working very well and quite accurate per the Sperry SPZ-500 system that is installed. I essentially refer to the real procedures, step by step and ensure that the simulation works the right way for the right physical reasons. The engine have received the most work. The TPE-331 has some interesting nuances that have been challenging to simulate, particularly during engine start, which is automated by the SRL computer and affects the EGT and FFs, but there are also other unique features, such as fuel purge on shutdown, NTS test and lockout, overspeed governing and temperature dependent start behavior that come into play as well. The manual discusses these system in more detail. What's left At this juncture, the sounds and small pieces of polish are all that are left; however, the polish work can drag out as many folks know. With three variants to test and so much reloading of X-Plane, it takes quite a bit of time to ensure each user will get the experience they are expecting. But things are definitely winding down towards release.
    10 points
  23. It would be really nice if I could, from the XP menu, select which checklist I want, without cycling through them all. Also if the Next Checklist and Prev Checklist menu items could indicate which ones they are, that also would be helpful. Minor point, but would be nice to have. Thanks for consideration.
    10 points
  24. Recommended Videos: Reflected Reality Simulations: Preparation and Power Up Reflected Reality Simulations: Fuelling Foxtrot Alpha Aviation: Walkaround Foxtrot Alpha Aviation: Power Up APU and Electrical Foxtrot Alpha Aviation: Panel Checks and FMS Setup Foxtrot Alpha Aviation: Power Up Oxygen and Hydraulics Foxtrot Alpha Aviation: SPS, Radios and Avionics Foxtrot Alpha Aviation: EFIS Setup and Takeoff Briefing Foxtrot Alpha Aviation: Before Start, Start and After Start Foxtrot Alpha Aviation: Taxi Checks Foxtrot Alpha Aviation: Takeoff, Climb and Cruise Foxtrot Alpha Aviation: Weight and Balance
    10 points
  25. It’s not a manual, but I’ve addressed the fuelling stuff and basic FBO interaction in my first video, which shows the initial procedures, up to the point you’d transfer to the simulated FO. 25 minutes or so that should help any new 650 driver get started, further videos will follow too.
    10 points
  26. Folks, I've identified what the issue is with xPilot (I don't have IVAO or the LiveTraffic plugin). xPilot is setting the weight-on-wheels dataref for all aircraft contacts to permanently '1', causing the CL650's TCAS computer to exclude them from display or computing TAs or RAs against them. I've submitted a bug report to the xPilot project, so fingers crossed, this will be fixed soon on their end. It's likely possible LiveTraffic and IVAO have the same bug.
    10 points
  27. The REGA variant, including cabin, will come out as a free update after initial release.
    10 points
  28. There will be a free update for XP12.
    10 points
  29. Hello all. I will endeavor to support and address issues on the MU-2 as rapidly as practical. The period after a release is always fraught with bugs and challenges, frustration and impatience. I have been there myself and please ask for your patience. I'd like to think that those who know me know I'll continue to support this product for many years to come and provide you a great value for your money! I am located in the GMT-6 timezone and work reasonably normal daylight hours. I generally don't work Sundays (though may converse on Sundays).
    9 points
  30. This is great news..! The MU-2B was one of the "OG" complex aircraft for X-Plane (I believe it was X-Plane 8.X?) back in the day..and has held its own over the decade+ since release. It is one of my favorite X-Plane aircraft to fly..always feels dynamic and sporty on landing. And I loved the old school panel having flown similar panels over my years... Looking forward to the updated/all new release. (Another vote for GTN 750 integration when possible..!) From my PC Pilot review way back in February 2009..!! Wow...
    9 points
  31. Information in this post no longer relevant with v1.1r1, information remains for clarity. There is a minor issue with the altimeter information in the initial release of the 650, that is being corrected for the next version. It's also separate from the altimeter temperature effects, and doesn't change anything in the first post on this thread. Let me explain the issue first: In real life, traditional ATC "primary" radar has no way to see how high an aircraft is, so a system called "secondary surveillance radar" or SSR sends a radar pulse to interrogate the aircraft transponder. The transponder provides a Mode A code such as "4651" and a Mode C response encoding the aircraft altitude. Modern SSR does loads more with Mode S but let's stick to the basics. Real Mode C altitude responses are fixed to 29.92inHg for the encoder pressure setting - it's basically always reporting a flight level, even at very low altitudes. To present that correctly, the controller radar display reads the 29.92 altitude, and converts it into whatever the sector pressure is. So if a controller tells you "Palm Springs Altimeter 3014", their radar display is converting the 29.92 into the correct altitude for 30.14. Now, in online flying this doesn't work. I could be flying on my own fixed weather, another pilot could be flying real world weather, and yet another on another sim with a slightly different weather source. To make this work, rather than sending the altitude relative to 29.92, the “xPilot” VATSim client sends the actual altitude displayed on your altimeter. If it's right for the pilot, it's right for the network. (I'm not talking about the altitude to draw the 3D aircraft model here, that's something else, I'm talking about what shows on the controller's display). The advanced systems in the 650 operate entirely separately from X-Plane. On the initial release version, the X-Plane stock cockpit altimeter is not synchronised with the Challenger 650 cockpit, so when, for example, the Vatsim client asks for the cockpit altitude to show the controller it's linked to the X-Plane cockpit values and not the Challenger 650. This will be addressed in a future release, but for the time being the keyboard binding "Baro pressure selection 2992" can at least set X-Plane to the standard pressure setting. It won't fix the issues in every case, but is a workaround until the product is updated. Sorry for the inconvenience to online pilots - the Challenger 650 is pushing the boundaries of what X-Plane can do, so it's only natural these previously unknown issues are exposed as more and more people enjoy the Challenger 650.
    9 points
  32. Captains, The Mitsubishi MU-2 is somewhat of a special aircraft for us at X-Aviation, primarily because it was the first product ever sold when we opened our store 14 years ago. Since that initial release in 2008, @tkyler has kept the MU-2 relevant in our catalog and updated it free of charge through four major versions of X-Plane. That's quite a long time of dedication! Today, we're officially announcing Friday, July 15, 2022 as the release date for v2 of this great aircraft! This isn't just an update to the existing aircraft! It's an entirely new code base, 3D model and FMOD sound simulation. It is truly a new product. Streamers: Please join us for some live streaming sessions and chats! We have lined up several streams this week to showcase the aircraft. The first stream will be today/tomorrow (depending on where you live) with Reflected Reality's@Graeme_77 , July 10th at 1700UTC (1PM Eastern Time for US Residents). Following that, on Tuesday, July 12th, JonFly will be streaming at 8pm Eastern. We have a third stream being lined up, and we'll be sure to leave an announcement about that once timing is finalized. Release time: We are a USA based company, and you can anticipate the release to occur in the afternoon on Friday. We'll update with a better time as the product nears closer to release. Pricing: We will be announcing price (as we always do) once the product page is up and running. More details about the product as a whole will be there too. Upgrades: We want to thank our loyal MU-2 customers for supporting us over the years, and there's no better way to do that than to offer up a nice discount for v1 users! Later in the week (but prior to release), we will be sending out $20 discount coupons to all current v1 customers to use towards the purchase of v2. Please Note: These discount coupons will be valid for 60 days, after which upgrade discounts will end. Secure your discount early to not forget! Manuals: The MU2 v2 will come with online based documentation. We will release that documentation here prior to release so people may get a better grasp of what the v2 product offers. That said, the stream sessions will be an even better opportunity to see what the product has to offer! Re-Branding Starting with this release, X-Scenery will be re-branding to TOGA Simulations to better align identity with products. @tkyler will still be the primary developer behind the brand, so outside of the name, nothing else changes. Want to learn more about what Version 2 of the MU-2 has to offer? Check out the Work in Progress threads here:
    8 points
  33. Hi all, changes have been made to the beta build to eliminate this behaviour. This will be included in the next release.
    8 points
  34. for the record.....I am absolutely willing and anxious to look at popular 3rd party products and integration with such; however, only after I get everything working smooth with default X-Plane first. So any love for these 3rd party add-ons will have to wait until after release. The G500/600 received a little extra love because a lot of MU2s have these nowadays and the integration was discussed early in the MU2 rework with the G500/600 developer. The weather radar specifically is a bit of a odd duck at the moment in that we are close to transitioning to XP12 with its completely new weather engine and possibly new weather radar....so the weather radar is not getting any love at this instant and will initially ship with default XP11 weather radar. I want a properly functioning "old school" radar for sure, but am currently in a 'wait and see' with XP12 being around the corner. I do not have visual 3D icing effects yet but intend to. I'm reluctant to quickly toss on 'stacking show/hide polygons' to simulate 3D ice buildup as I think its a bit cheesy. For myself, given the choice of "do nothing" vs. "do something, but it looks kind of cheesy to me", I'd rather do nothing until I can do it to what I feel is a quality implementation. As far as whats "planned", all I can say is "everything I can"....in due time. The Moo is really a labor of love and I have quite a long list of extras I want to add to it once this new foundation is in. Right now its 10 things at once leading up to release, but afterwards, I can begin developing high quality extra features that will really improve the Moo experience. 2022 is basically slated for IXEG and Moo improvements. -tkyler
    8 points
  35. While I don't like to give dates because there are a few unknowns (FMOD sound in particular)....I think its fair to say it will come out some time in April almost certainly. I have a target on my calendar that is in April and working feverishly towards that and best I can tell, still on track. That's the best I can say atm.
    8 points
  36. Hi, I am always wondering what criteria user lays on a simulated arcraft in Flightsimulations. For me I am sitting in the cockpit and try to study all the technical stuff what Hotstart provided in a very impressing way. There is a lot to learn about. Until now I had not one look to the wings, to see if or how much they move.. Imaging real pilots are practicing in a real simulator, and complain about no wingflex. Funny.. Sorry this is my humble opinion, take it as a joke... Best Steff
    8 points
  37. The Challenger 650 does not have FADEC, but there are engine controls and mechanical systems in place that affect how your lever position controls the engine. The most common issue seen reported with the simulation is the engines are not making "full power", or rather not achieving the rating on the N1 EICAS display. The reason for this is the engine has an N2 limit which varies based on total air temperature, which depends on aircraft speed and temperature. The TAT is shown on the PFD left side datablock, Don't climb at too low an indicated airspeed or mach, and keep an eye on the TAT. This chart shows what's going on, and will also included in the Operations Reference Document when possible. Keep i mind the chart shows Corrected N2, but gives you an idea of what is actually going on.
    8 points
  38. I own many (more than I care to mention) payware aircraft and even after this short period of time I have to say this is the FINEST aircraft I have ever purchased! Period! Flight model, Modelling, response, Frame Rates, etc. The Best Purchase yet. My first purchase from X-aviation was the IXEG and I still fly that very very often. I have several Airbus from various developers, The TBM, SAAB, etc. I back in the day had the PMDG NG. I thought there would never be another like the TBM but this aircraft is Epic! Kudos to all involved! Yes the manual issue and lack of tutorial like the TBM is not there. I got spoiled I guess. But I find myself actually learning more and being more attentive than I have with any other Aircraft. I just recently had some acceptable landings but I still drift alot on my touchdown. That is all me, not the aircraft and I look forward to getting better and better. I did experience an issue with the Steering for taxi on one airport that was downloaded from the Xplane site. I believe it was not the plane but the designer. Even though the parking area looked paved it was more of a Gravel type coloring. Possibly this was an issue with not being able to move and just spin. I moved to another parking area and all seemed well. I am really looking forward to Grame to do more of his excellent videos. I learned tons from him with the IXEG and TBM. Once again, High Praise to all involved. I look forward to any updates to come. In the meantime, I will logging many of hours in my now favorite.
    8 points
  39. Fixed the blocking issue with dev branch just now. Need to sleep on it, then review for packaging... Shouldn't be too much longer.
    8 points
  40. The CG value in the FMS Takeoff perf page is for pilot information only. It does not need to be completed, and has no effect on the performance of the aircraft. The developers are investigating options to display load and balance information in a manner that best simulates the corporate pilot experience as it differs substantially from scheduled air transport.
    8 points
  41. After doing a review of the flight model and taking a fine chisel to it I was able to get the Performance more in line with the POH cruise figures. The take off performance seems better but has not been evaluated. This mod is NOT supported by TOGA Simulations. They are aware of it. TOGA Simulations are not obligated to offer any form of technical support to a modified aircraft, so don't contact them. IF YOU CHANGE YOUR ACF YOU ARE ON YOUR OWN. If you are not familiar with modifying the acf file with a text editor you will find this challenging but doable. You will find this very difficult to do if you aren't using notepad++. You will find this very easy if you use a file patching utility (https://www.google.com/search?&q=applying+diff+file+windows) or (https://www.google.com/search?q=applying+diff+file+mac). Things this mod does: 1) New wing airfoils 2) New Prop and prop airfoils 3) New max power 4) Tuned prop governor 5) cruise performance TAS within 1% of POH values 6) Take off behavior more aligned with POH takeoff profile 7) *NEW* Added ventral and wing tank fins Things this mod does NOT do: 1) alter fuel flows *NEEDS TOM* 2) modify the lua code 3) make the airplane easier to fly Things to do: 1) validate takeoff performance 2) validate climb performance 3) Tune EGT more, you will be at 660C at FL200 and cruise power *REQUIRES TOM* 4) Tune CG *DONE* 5) Validate OEI performance 6) validate airfoils xplane parameters (theres some nuanced values which dont affect normal regime flight dynamics but should be adjusted for correctness, these will become more important as stall behavior is validated) *DONE* 7) validate stall behavior - suspected flap aero is the issue, will probably require custom flap lift controller Things used to make this mod: 1) POH and AFM 2) Hartzell Aluminum Blade overhaul manual Things that were tested: 1) Climb and Cruise TAS at POH settings for 10k, FL200 at 11,500lbs, FL310 11,000lbs Instructions: 1) unzip the airfoils zip file into the following folder X-Plane 11\Aircraft\X-Aviation\Mitsubishi MU-2 Marquise v2\airfoils 2) BACK UP YOUR ORIGINAL ACF FILES. For those of you that want to use a patch file open the MU2_mod_unified.diff or the MU2_mod.diff and apply that patch file. MU2_mod_unified.diff is a context 0 unified diff file, the MU2_mod.diff is a WinMerg normal patch file. Proceed to step 4. 3) For the rest, I applaud your dedication, you will need to open the acf and manually modify the following (i highly recommend notepad++ for this) DO NOT under any circumstances use planemaker to make the changes. Plane maker converts all the values on file open then reconverts the values on file save which WILL induce uncontrolled file changes. The more times you open any file in planemaker and save it, the more changes get imparted. a) open the MU2_mod.diff file using notepad++ b) Each section is formatted in the following way [start line number],[end line number]c[start line number],[endlinenumber < old thing --- > new thing so for example 25621,25626c25621,25626 < P _wing/0/_Croot 0.500000000 < P _wing/0/_Ctip 0.583333313 < P _wing/0/_afl_file_R0 Clark-Y (good propeller).afl < P _wing/0/_afl_file_R1 Clark-Y (good propeller).afl < P _wing/0/_afl_file_T0 Clark-Y (good propeller).afl < P _wing/0/_afl_file_T1 Clark-Y (good propeller).afl --- > P _wing/0/_Croot 0.349166662 > P _wing/0/_Ctip 0.678333342 > P _wing/0/_afl_file_R0 NACA-2330.afl > P _wing/0/_afl_file_R1 NACA-2330.afl > P _wing/0/_afl_file_T0 NACA-0003.afl > P _wing/0/_afl_file_T1 NACA-0003.afl there was a change starting at line 25621 through lines 25626 the C means change. The change to be made are all the lines with ">" markers. c) manually replace all the values in the acf with the ">" values. excluding the ">" markers and replace so for example at line 25621 to 25626 your acf will look like this: P _wing/0/_Croot 0.500000000 P _wing/0/_Ctip 0.583333313 P _wing/0/_afl_file_R0 Clark-Y (good propeller).afl P _wing/0/_afl_file_R1 Clark-Y (good propeller).afl P _wing/0/_afl_file_T0 Clark-Y (good propeller).afl P _wing/0/_afl_file_T1 Clark-Y (good propeller).afl after modifying it should look like this: P _wing/0/_Croot 0.349166662 P _wing/0/_Ctip 0.678333342 P _wing/0/_afl_file_R0 NACA-2330.afl P _wing/0/_afl_file_R1 NACA-2330.afl P _wing/0/_afl_file_T0 NACA-0003.afl P _wing/0/_afl_file_T1 NACA-0003.afl 4) Save the file once all the changes have been applied. 5) In xplane adjust your prop lever axis response to go up to 100% per the image below I am very limited in time so I have done my best to explain the process, I highly suggest patching the file instead of manually editing. Enjoy. I will update things as they happen. I have very limited time to offer technical support (troubleshooting) for this, so I leave most of the trouble shooting as an exercise for the reader. Additionally the ods version of the W&B document doesnt contain the text labels that the excel version does (image of the excel version below) airfoils.zip MU2_mod_unified-2022-08-09.diff MU2_mod-2022-08-09.diff W&B.xlsx W&B.ods
    7 points
  42. The sounds are finally coming along well. I've been 'worried' about...and playing with the engine sounds for quite some time, being that you can't just record a MU2 engine and handle all the possible ways a user may interact with the engine in a sim....and I've had to also learn FMOD along the way. If you want to simulate "cranking" or a hot start, or a shutdown, or a slow start, you have to accomodate the engine RPM at any given time and for any given duration. This means you need a relatively complex "looping" setup of sounds that only play when their "physical source" is in play. You don't find many videos of MU2s of cranking....or owners willing to 'crank' their engine several times for you and kill their battery while you record sounds. You may recall X-Plane firing up a turbine and playing the "lightoff" sound even if the engine doesn't lightoff. That's unacceptable to me. ....so the challenge has been to mix and synthesize the various components of the engine sounds to try and recreate the real thing. Well the engine is finally starting to sound realistic IMO...not perfect but not bad.....and the better it gets, the more I keep playing with it and why things keep dragging out. That being said, I think the wait will be worth it. I can honestly say that after 17 years from the first time I started building the MU2 for X-Plane....its finally shaping up to be the simulation I wanted it to me. Check out the engine sounds WIP video below. https://www.dropbox.com/s/8puz1xi88fvcbla/mu2_sound_opt.mp4?dl=0
    7 points
  43. In today's progress report, we discuss the flight simulation experience from the perspective of the cockpit and how we approach trying to maximize immersion in our MU2 simulation. While undoubtedly one of the more enjoyable aspects of using a desktop flight simulator is having the ability to do things you cannot do in the real world, like get out of your plane and look at it from cool angles like you are a drone, or do a camera flyby at 5000 feet... it is the simulation of our experiences from the perspective of the cockpit that takes the highest priority for us. I think it fair to say that the goal of desktop flight simulation is to simulate reality, but those 4 syllables belie the complexity of just what constitutes reality. Remember the "...as real as it gets..." marketing slogan? Well if that was as real as it gets, why is flight simulation continuing to evolve and improve? Obviously it wasn't as real as it gets! So what was missing? The answer lies in noting that the perception of reality is comprised of many co-existing categories of fidelities with respect to how we sense the world. Some examples are: Geometric fidelity - how accurate is the 3D model Color fidelity - how accurate are the colors of the 3D Lighting fidelity - how accurate is the lighting model Aural fidelity - how accurate are sound dynamics Resolution fidelity - what is the depicted resolution compared to our eyes' abilities Dynamic fidelity - how accurate are dynamic events, movements, timings Tactile fidelity - how accurate is your physical interaction with the sim Cognitive fidelity - how close does your brain perceive the sim interaction as being realistic? With so many areas of fidelity for a developer to address, it is inevitable that some areas are addressed moreso than others, and in differing orders or priority. This is why one flight sim user (user A) might think a product is spectacular, while another (user B thinks that it is not. It is simply that user A and user B each have differing areas of fidelity that resonate with them as being important to their simulation experience. For many folks, a deficiency in one area, especially one that resonates with them as important, can ruin the whole experience for them. As to why user A/B have differing areas or interpretations that resonate with them as being important to simulation, who can say. Lets be thankful we're not all clones! It is also why constant improvements are available to be pursued and indeed should be. The first and foremost area to address by every developer is "what you see", that is the geometric and color fidelity...and X-Plane provides the lighting fidelity. This means, thanks to the powerful video cards we have today, that we can model more 3D detail into the geometry, rather than trying to fake it with textures. This is especially important for VR users and in conjunction with PBR rendering methods, results is more accurate lighting and depth, further contributing to the immersion. The screenshots below shows some implementations of the geometric and color fidelity in the MU2 cockpit. Knobs have raised ridges, edges are softened with bevels and roundovers, fasteners have recesses, etc. Such geometric detail is expected nowadays and the end result is a much more immersive experience in sim and in VR. Remaining with the "what you see" fidelity concept. The next area of focus is the dynamic behavior of cockpit elements, which is to say the animations. This area really resonates as important to me. If something looks realistic statically, but doesn't move realistic, then immersion can be lost significantly, but there are caveats in some cases. For example, X-Plane represents many things as "binary state", i.e. a switch position is represented by either a 0 or 1. When developers animate switches using such values, then the switch will just "snap" from one position to the other instantly, which isn't physically realistic. Conversely, if animated fully, then the switch animations can also be overly deliberate and slow looking, which can also seem unrealistic. If we look at an example of a simple 2-position toggle switch, you move the switch about half-way and then it snaps to its opposite position seemingly instantly. To our brains, the act of flipping a 2-position switch is almost autonomic and so to this day, there are many 2-position switch animations in aircraft that just snap between positions and we really don't give it a 2nd thought or view it as detrimental to our immersion in the simulation. This gives rise to the idea of "cognitive fidelity", in other words, what do most minds perceive as realistic behaviors? This is very subjective and as it turns out, we give this a fair amount of consideration in our animations and interactions in the MU2 cockpit. The fact is that our eyes and brains can perceive things quite a bit faster than 60 fps for some phenomenon, and less so for others. Space/time as it were. We pick up movement in our peripheral vision that we don't conciously think about, yet are alerted to if they are not quite 'normal' as our experience tells us they should be. Some things move quick enough that we don't pick up on the physical space they move through to get there, only the results (the 2-position switch). So how do we approach this and what does it all that mean for the MU2 cockpit experience? For animations, it most cases, it means we utilize a lot of physically based animation code to animate things they way they behave in reality. We don't use default X-Plane datarefs for anything when it comes to animations. The animation below shows what happens when powering the DC busses (inverter switch on too). Each instrument has some power on behavior, whether a self-test, or poweroff/poweron position. Some things move mechanically, others magnetically and each with their own unique behavior governed by their physical design. For example, the HSI and RMI compass cards are magnetically aligned/synchronized with a 'comparator synchro' behind it. When powered on, if the compass card isn't aligned with the comparator synchro, the card will very quickly "align magnetically" when energized, resulting in overshoot of the compass card, and some decaying vibrations before settling into stable alignment. Further, notice the comparator synchro is itself synchronizing with the magnetic heading from the flux compass, which happens at a fixed "synchronizing rate". On power on, this results in two dynamic behaviors in reality. 1) The compass card aligns with the comparator synchro magnetic field and 2) The comparator moves to align with the magnetic heading. While it is perfectly feasible to simulate a flight in the MU2 without all this animation behavior, doing so takes away from the immersion and that is the one thing we don't want. For those curious...the RMI / HSI cards can get misaligned whenever the plane is moved-around / rotated with power off. animations_1_opt.mp4 You may note previously I said we animate things physically correct in "most" cases. Why not all? Have you ever tried to flip a switch in X-Plane and you just couldn't grab the manipulator? or maybe you try to open some access panel and you can't drag in the correct direction and the panel won't open? Before long you realize you've taken 10 seconds to do something that in reality would have taken 1? This is an example of physical accuracy undermining cognitive fidelity in the simulation. In your mind, the action should be autonomic, in X-Plane it becomes a comedy show. I won't be too hard on X-Plane or developers here, because the mathematics of moving things "into and out of the plane of the screen" is ripe with challenges and difficulties. In select cases, we draw the line and depart from physical accuracy for the sake of cognitive fidelity. When I first developed the MU2 around 2006, I was getting perhaps 5 hours a week in the real thing for the better part of a year. When operating that aircraft, especially preflight, you're mind can get "in a zone" and things flow at a certain speed. I was finding that in X-Plane, this smooth flow of mental operation was impeded by the nuances of working with X-Plane's manipulators and camera view control in many cases and just did not capture the feel of operating the MU2 with the mental fluidity07 I felt in the real thing. I personally found that aligning certain interactions with the sim to 'cognitive fidelities' rather than 'dynamic fidelity' resulted in a more natural experience to me. In other words, the time it took to "effect something" was more important than simulating the physical movement to do something given the limitation of X-Plane "screen space". Without exception, our first efforts are to align the two paradigms and if we cannot get them to sync up, then we look at alternatives. We cannot escape the fact that we are trying to recreate a very 3D experience in quite a confining way and some departures from reality are acceptable. The good news is that most things are operated in both physically and cognitively natural ways with only minor departures. One practical example is that you cannot move the sun-visors all over the place. I'm not here to show off some XY manipulator wizardry. The real MU2 sunvisor is a ball/socket joint with quite an impressive range of motion that is limited by the limits of the cockpit. We don't do 'collision detection' of our sunvisors with the overhead...sorry! You click spot 1, it moves down, you click spot 2, it moves to the side window and vice-versa. I didn't think about, nor fight with it in the real thing and do not want to do so in the sim either! Again, the overriding goal is immersion and 95% of the time, pursuit of real, physical fidelities results in natural cognitive fidelity, but in cases where one interferes with the other, we depart from the real to cater to the cognitive, which to the philosophers out there, is the only one that matters. Enough with theory of game interactions. A quick word to wrap up on the cockpit variants all that gibberish above has been applied to. There are probably few, if any, MU2 Marquise's out there with original panels; however, it would be a slight injustice not to provide that variant...or to be completely honest, a variant of that variant. We may have mixed early and later model long-body features to better align with the practicalities and limitations of X-plane. So the old-school radio fans have their version. Next up is the GNS 430/530 GPS version. This simulates the most common upgrade to MU2s, and that is the addition of the 430/530 GPS units. A word of warning, upgraded GPS doesn't mean an upgraded autopilot! It is easy to forget that autopilots and that "magenta line" are not the same person. There is a bit of finagling to make things work, exactly as in the real thing. Its not unheard of for pilots to use the GPS to plan their flights and then simply adjust the HDG bug manually to keep the MU2 'around' the magenta line. Finally, for those glass junkies who purchase(d) the G500/600 product by RealSimGear, you get the GLASS version available to you for ultimate situational awareness and the gee-whiz, Captain-Kirk, lightshow. Next report, we'll talk a bit about the systems and engine simulation.
    7 points
  44. A few more interior shots showing some more angles. The interior design is quite subjective and I suspect I may (after release) do some alternate schemes for folks to choose from.
    7 points
  45. Hey guys..,.yep....my MU2 is almost out and I'm right onto the FMS right after the "stabilization period" of the Moo....so early summer the IXEG comes into long-time rotation for updating. -tkyler
    7 points
  46. Hello All, This will serve as a formal forum announcement that we have released the version 1.2.3 update for the CL650. All customers who have purchased the CL650 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 CL650 from today forward, your purchased download will already be updated to version 1.2.3 for you. REMINDER! Some customers have experienced performance issues where FPS in sim got very low or unflyable. If this has happened to you, please read the following on how to handle the situation: 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 Challenger 650 download and re-download the file. It will download as the latest version! The following is a list of additions/fixes included: What's New / Changed: New Features: 2432: Want to export V-speeds via stable datarefs for 3rd party plugins Bugfixes: 2426: Fixed protruding mesh on AC external panel door 2433: Leg end course needs to be determined from the leg end point, not start point 2427: Copilot AOA vane cover shouldn't affect AUX AOA probe 2307: Crash due to satellite azimuth determination hitting a NAN value 2437: V-bar flight director roll should be absolute to the horizon, not the aircraft's wings 2439: When a SEC FPLN is entered, show the HOLD LIST page when selecting LSK 3R from IDX 2441: Don't show PPOS prompt when entering a hold in SEC LEGS 2454: Drop thread execution priority on any threads we don't strictly need 2455: X-TCAS workaround for XPMP network clients not setting weight-on-wheels wasn't functional 2456: Bird strike texture doesn't need alpha, so conserve some memory for it 2442: Add aliased commands for at_disc 2185: State restore to 1000ft from after landing leaves wheels spinning 2434: Cabin press prevents door opening on reposition to high elevation airport 2459: Fixed rotation animation of throttle labels 2460: Fixed rogue ambient occlusion on emergency exit 2461: Fixed gap between door depressurization flap space and inside of door Improvements: General fine tuning for performance Enjoy these latest updates, and stay tuned to the forum as we continually announce the latest happenings.
    7 points
  47. The CL650 automatically selects Experimental Flight Model - you don't need to do anything with X-Plane settings.
    7 points
  48. 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.
    7 points
  49. Yes they are, and we should have put them in the Operations Reference doc. Sorry about that. PBN/A1L1B1C1D1O1S2T1 M-SBDE1E2E3FGHIJ1J4J5J7M3RWXYZ/LB1V1D1
    7 points
  50. Change between hPa and inHg altimeter scales by using the DCP menu to navigate to config, then pressure. Lots of PFD and MFD options are available in these menus.
    7 points
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