Keith Smith

It sounds like you're not too far off, you just need to spend a bit more time understanding the elements of the mapping file for XMidiCtrl. The plugin has a debug mode which will show the real-time midi signals that ARE coming in, even if they're not mapped to any functions. So, that would be where I'd start. THe TOML file contains a device name, port numbers (identifying inbound vs outbound commands), a channel number (mine is 11 for all commands), and 'cc' numbers which distinguish one command from another. Here's an example of a rotary knob mapping: { ch = 11, cc = 1, type = "enc", command_up = "CL650/DCP/1/baro_up", command_down = "CL650/DCP/1/baro_down" }, And here's an example of a button mapping: { ch = 11, cc = 63, sl = "0", type = "cmd", command = "CL650/CCP/1/menu_push" }, I am using a stock profile for the CL650 for XMidiCtrl, however, I did have to load a 'layer file' from the PC to the XMidiCtrl that came with XMidiCtrl using a Behringer tool, otherwise the inbound commands were very different. Specifically, the knobs can send an absolute value based on the knobs position (such as a volume control being at 0%, 50% or 100%), or they can send a relative change (ie, increase 1 or decrease 1). Out of the box, the hardware was sending absolute values. Uploading the layer file reprogrammed the unit with specific CC values for the various buttons AND changed the knobs to relative mode. How that applies to the Loupedeck I'm not sure, however, the debugging mode in XMIdiCtrl should go a long way to helping you determine what is going on. Make sure you understand the format of the TOML file to some degree, or you'll be miserable.

This got me thinking since I have played with the failures a few times. I was able to ask the developer to clarify a few things. It is indeed working as expected. From a pilot perspective, the MOMENT the engine driven pump fails, you'd want to know about it. You would NOT want to learn about it via a low pressure warning after the pressure in the accumulator has already dropped below 1800psi. So, it's a GOOD thing that you get the notification (low pressure) virtually right away. If you were to turn 2B to ON (right side electrically driven hyd pump), the system would pressurize and you soon see a HYD EDP 2A warning. The key element here is that the HYD PRESSURE warning is tied to a low pressure switch near the engine-driven pump. The moment the pump dies, the pressure from the pump goes away very quickly, hence the warning. Hopefully this helps clear it up. I found a study guide for the Challenger 650 hyd system and is says the warning trip if the 'system pressure' drops below 1800psi. Again, that should not be confused with the pressure at the accumulator, which is what the HYD synaptic page displays.

PilotEdge v1.5.0 was released for X-Plane. - added VHF modulation based on transmitter/receiver distance and altitude - added asynchronous loading of CSLs (they load in the background instead of pausing the sim during the load when they're first encountered) - added dynamic unloading of CSLs when last instance of an aircraft is no longer within range (reduces VRAM footprint) - motion code is more precise Demonstration of VHF modulation feature is shown below. The system has been updated since this video was shot, the reception quality is now calculated every second instead of every 5 seconds. YouTube video showing VHF modulation

As promised, Montana received its upgrades earlier this week, including BIL, GPI, HLN, and MSO This marks the end of the Western US v2 upgrades! There are now 42 towered airports within Western US and 43 within ZLA.

PilotEdge is resuming monthly events (we started in January with a SLC-based event). Each month will alternate between ZLA and Western US so that all subscribers will have a chance to take part. For this event, pick up clearance and depart within the first hour of the event, choose from one of two departure airports (LAX or SNA). Choose from one of two arrival airports (LAS or HND). Preferred routes are as follows: LAX-LAS jet RNAV: ORCKA2.MISEN KEPEC6 LAX-LAS jet non-RNAV: SEBBY2.DAG.CLARR3 LAX-LAS turboprop: SEBBY2.DAG.CRESO4 LAX-LAS piston: SLI8.SLI POM DAG.CRESO4 LAX-HND jet RNAV: SEBBY2.DAG.JOMIX1 LAX-HND jet non-RNAV: SEBBY2.DAG.CLARR3 LAX-HND turboprop: SEBBY2.DAG.CLARR3 LAX-HND piston: SLI8.SLI V21 PDZ V442 APLES V394 DAG V587 BLD SNA-LAS jet RNAV: FINZZ2.MISEN.KEPEC6 SNA-LAS jet non-RNAV: MUSEL8.DAG.CLARR3 SNA-LAS turboprop/piston: MUSEL8.SLI POM DAG.CRESO4 SNA-LAS piston: ANAHM9.SLI POM DAG.CRESO4 SNA-HND jet RNAV: MUSEL8.DAG.JOMIX1 SNA-HND jet non-RNAV: MUSEL8.DAG.CLARR3 SNA-HND turboprop: MUSEL8.DAG V587 BLD SNA-HND piston: ANAHM9.HEC V21 BLD

January saw the addition of Fresno (FAT) and Redding (RDD) to northern California. On February 1st, we added Jackson Hole (JAC) and Casper (CPR) to Wymoning. Montana should be receiving its upgrades in March and then Western US V2 will be complete.

3 more airports have been added to Western US: 1) Boeing Field (KBFI) 2) Olympia (KOLM) 3) Tri-Cities (KPSC)

2 more airports have been added to Western US: 1) Boise, ID (KBOI) 2) Friedman Memorial, ID (KSUN) Friedman has a pretty neat NDB/DME-A approach with a long visual segment and a FAF inside of NDB.

Hey there, we were chatting in DirkaDirkaGaming's twitch stream but I didn't have a way to reach out to you. I figured I'd try here. Could you drop me a PM? I'd like to let you know about the datarefs we use for the TX/RX datarefs we make available in case the Saab has TX/RX indicators for the com radios. Separately, I'd like to share with you which datarefs we use for com1/2 volume, the com1/2 TX selector, etc.

3 more airports have been added to Western US, bringing us to 29 towered airports for that coverage area and counting: 1) Eugene, OR (KEUG) 2) Medford, OR (KMFR) 3) North Bend, OR (KOTH) The current coverage area can be viewed here: https://www.pilotedge.net/pages/operating-hours-and-service-area

6 more airports have been added as we continue to build out towards the v2.0 road map. 1) Arizona: Flagstaff (KFLG), Prescott (KPRC) and Tucson (KTUS) 2) Colorado: Centennial (KAPA), Colorado Springs (KCOS) and Grand Junction (KGJT)

When we first launched the Western US Expansion Area at the end of 2016, the idea was to provide a small number of core airports and a healthy number of rotating bonus fields for jet pilots to stretch their legs. The airspace didn't have enough towered airports to warrant a standalone subscription, so it was released as an optional add-on. Since the launch, our thinking has evolved and the purpose for Western US has changed from a relatively small collection of widely-spaced airports for airliners to a larger ecosystem of airports for a wide range of aircraft, including pistons. To that end, we've made some changes: 1) The bonus fields have all become full-time airports. No more rotation. 2) Amarillo, El Paso and Four Corners Regional have been added to the airport list. 3) We've announced a road map for the Western US coverage area containing just over 40 towered airports, including all of the Class Bravo airports, all of the Class Charlie airports and strategically-selected Class D airports within the Western US coverage area. 4) This is a big one...Western US is now available as a standalone subscription. It will eventually contain as many towered airports at the ZLA coverage area and is already well on the way with 20 towered airports. This change allows pilots to have "Western US only" access for the same cost as a traditional ZLA-only subscription. They'll even have ZLA overflight privileges at or above 14,000ft, allowing them to transition ZLA as the go from one Western US airport to another (eg, SFO-PHX)

The Western US expansion is happening Dec 27.

And here it is: http://pilotedge.net/pages/western-expansion

A more formal announcement will be made when the launch date is finalized, but we will be adding full time support for: SEA, PDX, SLC, ASE, DEN, and PHX. Additionally, we'll provide part time coverage for: OAK, SJC, RNO, MRY, SMF, GEG, YKM, EGE, ABQ. "Part time" means that we'll cover ONE of those fields at a time for a period of two weeks before closing it and moving to the next one in the list. This provides fresh airports, additional traffic concentration (since the part time field is temporary) and interesting piston/turboprop routes since the primary full time fields are generally pretty far apart.

PilotEdge v1.2.0 was just released with simultaneous dual comm support for windows/linux/mac. For any aircraft developers who want to ensure their aircraft are dual comm compatible... - TX is determined by sim/cockpit/switches/audio_panel_out (6 for COM1, 7 for COM2) - RX for COM1 is determined by sim/cockpit2/radios/actuators/audio_selection_com1 and sim/cockpit2/radios/actuators/com1_power - RX for COM2 is determined by sim/cockpit2/radios/actuators/audio_selection_com2 and sim/cockpit2/radios/actuators/com2_power It's possible to be receiving COM1 and COM2 simultaneously. However, only one radio can be set to transmission (via the audio_panel_out ref). There are xplane commands to set the transmit and receive radios in xplane already, feel free to call those commands from your audio panels, or set the datarefs directly. These are all stock datarefs already in xplane, they're not PE specific. This should simplify the audio panel greatly. The TX setting is completely independent of the RX setting now. Also, TCAS is now supported through the standard xplane datarefs. This requires you to set your 'other aircraft' to the max number of TCAS targets you want to display (plus 1 since your aircraft is included in the count). The next thing I'm hoping to add is volume support since I believe those datarefs now exist on a per radio basis.

That's the most fiery debate about winds I've ever seen. That aside, if it helps clear up the magnetic/true debate...METARs include true headings. Winds aloft are reported as true, too. However, when the tower reads out surface winds, they are read in magnetic. This is because they're not reading the winds from the METAR, they're reading from equipment in the tower which is showing the winds in magnetic degrees. Controllers on PilotEdge and VATSIM don't have such equipment. They DO read from the METAR and have to apply magnetic variation each time they issue the surface winds. So, if the METAR for LAX shows wind "26009KT", it would be read as "wind two fife zero at niner."

52 minute version with all flows and check lists: A 12 minute version of the same thing, focusing mostly on the ATC exchanges: ATC was provided by PilotEdge. Shared cockpit by SmartCopilot. Aircraft is the FlyJSim 737-200. Captain was new to CRM as of the morning of the shoot (that would be me), FO has recent airline experience. FO actually has more work to do if the Captain in the pilot flying, so that's why we set it up this way. There aren't many videos showing formal CRM procedures in sims, so this one is a bit different.

The current distribution now includes 32-bit and 64-bit Linux plugins. So...all 5 Linux users can now rejoice.

Oliver, Suggest checking out the IFR workshops (available for free) here: http://pilotege.net/workshops Additionally, there's a decent IFR training program (focusing on IFR procedures, not stick and rudder) here: http://training.pilotedge.net And here's a comparison to VATSIM and other online networks: http://www.pilotedge.net/pages/comparison-to-other-networks Simply put, if you logged in at 8am, 12pm, 3pm, 6pm, and 8pm PDT for the next 7 days in a row, PilotEdge will have ATC available during 100% of those flights. You simply do not know what you'll get if you fly on VATSIM, and it certainly won't be consistent. Sometimes you'll talk to approach...other times you'll only talk to center. Other times there will be nobody there. Additionally, if you were to fly from a Class D airport to another Class D airport, on PE you'll go from Ground to Tower, to approach, to tower, back to ground...5 freqs at least. On VATSIM you'll very likely only work with a single freq the entire time (because when they do have multiple controllers, those additional controllers are typically working individual positions at the popular airports, such as LAX_GND or LAX_TWR). So, even though we have a limited number of controllers online, the same is generally true for a given geographic area on VATSIM, too...but we cover all the frequencies, so the pilot workload is higher. Hope that helps!

I have to make this quick, so it won't be detailed, but check the 'View' menu. Not every plane has a 2d cockpit, some only have 3d cockpit. You have 6 DOF to move around the 3d cockpit using the keyboard and/or mouse (right click and hold), or Q, E, R, F, comma, period, plus/minus and arrow keys. You can view all the key assignments from Settings->Joysticks & Equipment -> keys tab. There is only one map, don't click it, there's no reason to. You can zoom and pan with arrow keys or the minus/plus keys. Regarding a/p. you need to play with it and you'll get there (I know that isn't particularly helpful, but there isn't an autopilot I haven't been able to work out by simply spending some time and working it out). If I had more time I'd go into a lot more detail, this is the best I can do right now.

Medical emergency or unruly passenger would be more realistic if you're trying to get them to deviate to nearest suitable field.

I've flown a lot RC gliders (slope soaring, little bit of thermal, lots of dynamic soaring). Have flown full size 3-4 times. I really enjoy gliding in X-Plane. We do group flights on PilotEdge some times, it really is a blast. I've published the ASK-21 shared cockpit configuration file for Smart Co-Pilot as well so you can do shared cockpit flights, too.

Here's one more, same route by during a busy event. Route: PEBLE4.SXC LAG DAG.CLARR2, visual 25L (we were denied the sidestep to 25R by the tower) This was flown entirely without autopilot for the duration to see what the change in workload would be. Lots of vectors and speed restrictions make for an interesting sequence. Some slightly bizarre conversation as well (10:20 is a good example): Flying an airliner with shared cockpit and ATC really does bring it to a whole new level of realism and workload. Not being trained in the realm of CRM, I've found it's taken a few flights to find my stride with this type of flying, but it's been a great experience. Overall the workload is absolutely lessened by having 2 pilots, as long as you're all on the same page.