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I only ask for the loading menu (weight, GPU support etc) from the VR level. Only and so much ;-)

Pressing TO/GA (buttons on side of thrust levers) is applicable when ATS is not active on the ground. What you are actually doing is waking up the flight directors and giving them lateral and vertical modes (TO/TO). The arming of ATS to N1 TO (or FLX or MTO, if selected) is more of a convenience. So yes, on the ground, if you want to “reset ATS” deselecting the FDs and pressing TO/GA is a way to do it by virtue of resetting the automation entirely. Other times, say ATS is in FAIL, the way to “reset” it is to press the AT disconnect buttons (front side of thrust levers). Or if the ATS is off in flight, select a valid N1 thrust limit on the CDU and press the ATS button. On the topic of missing N1 limits, suggest this thread:

Ok I've figured it out. I had started my flight using the mouse to manipulate the yoke for takeoff for speed (my joystick was plugged in just out of reach), and of course when you let go of it, it stays where it is. When the A/P was engaged it was fighting the yoke position. I wiggled my joystick, which unstuck it, and my passengers have stopped barfing. Cleanup on aisle 2 please.

This will serve as an official announcement that we have released the version 1.4.0 update for the SR22 G1000 Series. All customers who have purchased the SR22 G1000 Series up till now have been sent an e-mail by X-Aviation with complete instructions on how to obtain your update. We have made this a very simple process! For those that purchase the SR22 G1000 Series from today forward, your purchased download will already be updated to version 1.4.0 for you. What if I didn't get the update e-mail? If you did not receive your update e-mail don't fret! X-Aviation has updated our system to allow all customers to update with ease, regardless of whether you received an e-mail for the update! Here's what to do: 1. Login to your X-Aviation account here: https://www.x-aviation.com/catalog/account_history.php 2. Find your original SR22 G1000 Series download and re-download the file. It will download as the latest version! The following is a list of additions/fixes included: New Features: Improved maintenance system with expanded procedures and more detailed readouts to distinguish between states and mechanic actions. Physics model improvements, including addressing the starting behaviors by addressing issues in the fuel priming logic. [T-1675] 3D overhaul for windows and ice visualization system (IVS), which looks much better and should increase sim performance! [T-1619] Proper Instrument Brightness Knob Behavior with G1000 Screen Dimming Bug Fixes and Improvements: Fixed TKS filter clogs causing too high of pressure rise in TKS system Fixed bugs in fuel refilling Fixed physics state files not showing on Mac [T-1661] Cirrus magnetic compass missing current direction needle [T-1672] Glareshield stitching 2 stitches out of place [T-1677] FMOD improvements and fixes [T-1674] New windows and seals [T-1675] IVS System updates Window icing [T-1670] Missing ice lights [T-1676] Missing inspection panel screws - wing root [T-1673] Mesh clean up (350k triangles removed) [T-1655] Improve stutters by moving asynchronous tasks to separate thread from the main sim. [T-1647] Failures and Maintenance Rework [T-1658] Make UI inspection output scrollable/smaller [T-1662] Add option to disable ELT [T-1663] Custom flaps dataref for FMOD [T-1659] Check batteries for commercial sims [T-1680] Add hardware trigger command for CAPS deployment As always, thanks for being a customer with X-Aviation. We appreciate your feedback and support! Enjoy these latest updates, and stay tuned to the forum as we continually announce the latest happenings.

Haha yes fair enough! All down to Saso and Goran - I just fly it around looking for bugs! I'll see what I can do myself, I'm away now until mid-July but I'll crack on with something then for sure. Have a good one!

Thanks for the report, I'm going to hold off on logging any checklist related items as the whole system is a due an overhaul at some point. Brgds

You got what you asked for....he is taking his time

My apology for the bandwidth on this one. I just never noticed that checkbox with the time of day/night for the flight dialog. Again, I appreciate your help ... I think I've done 50+ flights, last night was LGA to DTW, then MBS to ORD. Learning something new with every flight.

I have not started upgrading the 737 for XP12, but it already "runs" in it. The other variants are not going to be part of the version 1 run, but we are not ruling out doing a V2 at a later time with greatly enhanced extra functionality and variants.

Outstanding all, great job on the update..

Thanks you guys - I found out about the thrust limit requirement last night, as well as the issue with the nose wheel... I put it to use in another test flight which went off without issue, so I was in the wrong... =) Thanks very much for your responses, however - very much appreciated! //sse

As that’s an 8.33 kHz channel you need to tune using 6-digits. https://www.caa.co.uk/General-aviation/Aircraft-ownership-and-maintenance/8-33-kHz-radios/

Thanks - problem solved now. I run a manual (paper) checklist and was doing the "packs transition" one step out of order and therefore could not set a thrust limit (other than TO).

This is (now) the correct behaviour. From the V1.6 change log: 2884: Don't compute CLB, CRZ and MCT N1 targets when engine bleeds are off You need to follow the checklist and select a thrust rating that isn’t one of the above when it says “N1 TGT”, before the “APU / PACKS TRANSITION” is completed by the Virtual F/O.

Thanks for your feedback, Cam.

SOLVED Ok, figured it out. Had to move switch gear bay door switch to down "safe" position then turn on 3A pump to remove the gear door pin.

Unfortunately your log comes to an abrupt end rather than a backtrace, meaning we can't trace this crash back to the Challenger. Make sure to post any further crash logs.

Your log indicates that you need to upgrade xplane to the latest version. The tbm is looking for features that older xplane does not have.

Here is another one, on the ground at LFPB

When flying VR, does anyone have a sure-fire method of controlling the throttles with a joystick after landing? Though I haven't yet run off the end of a runway, it's occasionally a near miss, as the throttles sometimes (not always) 'stick' and cannot be moved with my Saitek X52 throttle quadrant. So far, more by luck than judgment I think, I do usually manage to guess where the ghost throttles might be and get the 'real' throttles down to idle in time, but there must (surely?) be a way to do this reliably every time? Is there a 'feature' I can turn off for VR flights (never fly any other way), so that the throttles will never 'lock' and not respond to input from my joystick? (I do not want to have to use my VR handsets on the throttles: on touchdown there is enough to do, without trying to use a handset - much too awkward Moving the throttles to idle has to be accomplished via my Saitek). Thanks for any advice.

Added support in v1.6

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.

It's possible in the real airplane too if you're flexible.

I hesitated to buy IXEG, because as we all know, we have ZIBO 738, FJS 732, FF 757/767, why bother to buy 733 from IXEG? Until XA has a discount of IXEG recently, combining IXEG team has a promise of a update of XP12, I bought it in. Suprisingly, it is the most VR playable Boeing aircraft, meaning it is FPS friendly enough, at least my PC can achieve +30fps in HP reverb G1 VR. someone might say ZIBO, not on my PC, it is less then 24fps, FJS is struggling with 24 as well, FF is a fps killer because of SASL. I understand non-programmers won't care too much about FPS, they just want more FPS, but they really don't care FPS. as a programmer, I understand FPS means good software architecture, it turns out only a couple of FPS, but cost brain more. so I will say IXEG is a good team, has protential to create better product

1) Currently there is no way to determine CG within the add-on. If you have an Apple device check out the video below. If not, I would suggest 24, 25 and 26 percent depending on weight. See what works for you. 2) The luggage hold will be accessible in a future update.

I'm talking about a manual written by the developer, like the one that comes with the TBM900. I'm not talking about the actual Bombardier manual.

CL650 Expanded Normal Procedures.pdfCL650 Operations Reference.pdf1589013283_CL650FMSPrimer.pdfCL650 Checklists.pdfCL650 Checklists - Printable.pdf Documents last updated 3rd May 2022

In addition - the bearing lines for ADF 1 and 2 (they are superimposed on the picture) will always point to "90 degree relative bearing" - i.e. to the right - when they receive no signal. Opposed to the VOR receiver the ADF receivers have no logic to discern wether they receive a strong enough signal. So it is up to the pilot to determine if the indication of "90 degree to the right" is a valid QDM or simply means "no reception". Cheers, Jan

It has been a while since the last update, so let's see another system; the navigation equipment of our DC-3. Since this is a vintage bird, you should not expect less than vintage navigation equipment, and this is what you'll get. The aircraft has 4 navigation radios located in the middle of the overhead area. There are 2 VHF NAV radios (VOR) and 2 ADF radios. On the Captain's panel are installed two DME counters for VOR1 and VOR2, one Radio Magnetic Indicator (RMI) with #1 needle (green) showing the NDB station tuned into ADF1 radio, and the #2 needle the VOR1 station. Also, there is an ILS indicator which source is the VHF NAV1 radio. It will show deviation only if the source radio is tuned into an ILS frequency, and Localizer and/or Glideslope signal is received. The localizer deviation is displayed automatically, and there is no option to set course, like in a course indicator. Over the First Officer's side, there are also the same two DME counters, and one RMI with needles for ADF2 radio (green) and VOR2 (white). This is the standard navigation equipment of the aircraft, and as you see it is typical of DC-3 era. But we know and understand that some pilots might need a bit more "info" available in the cockpit. For that reason, we've added a couple options for you! Starting with a tablet to display the Avitab plugin. You'll be able to show the tablet when you like through DC-3's GUI, as well tilt and turn it to your preference. You can also select a GPS if you like! Will talk about this below! The option to have a GPS on the panel, is for pilots who want to have a better situation awareness, from that they can have using only the standard instruments. Must be noted here that the GPS is only advisory. Not coupled in any way with the autopilot, and not meant to be used for flying RNAV approaches! You can load a flight plan or approach, but you have either hand fly it, or use the autopilot to follow the flight plan line. Use the GPS as a moving map. There are 3 options. First, go vintage and do not use GPS at all! Second is the GNS 430, either X-Plane's default or Reality-XP 430, if you have it. The third is the Reality-XP GTN 650. In the last two options, the FO's VOR1 DME indication goes away. In the case of the use one of the GPSs, the #1 VHF COMM and VHF NAV radio controls will become inoperative and will be controlled via the GPSs. That's for now! Stay tuned for more...soon!

You're still doing it.