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Everything posted by Graeme_77

  1. I understand. I use the X-Touch midi controller and XMidiCtl as the plugin, and with that combination of hardware the altitude dial works to my satisfaction. The acceleration should work correctly with hardware.
  2. Sorry for the late response. If are were no external factors 200->180 on base leg. 180->160 on glideslope intercept and 160->vref+5 at no later than 2000ft above the airport. You can obviously go closer in should it be needed, busy airports in Europe can request 160 to 4nm, which is possible in the Challenger. Also have a look at the included Operations Reference Manual, which has a diagram of this exact thing.
  3. Sorry this message seemed to slip through the net. There's no reason I can see for the hardware position (red flashing outline on the thrust lever overlay) to move - the CL650 does not control that in any way as it simply reflects the position of the hardware input supplied by X-Plane. Edit: The issue is caused by using the stock binding for Autopilot auto-throttle speed toggle. You can clear the issue with the binding Autopilot auto-throttle all modes off. I will submit an enhancement request to fix this behaviour.
  4. Hello Marcus, Phew that's quite a bit to answer in one post. Let me try and cover it. 1) ILS approaches. Let me describe the normal method, assuming you have a FMS flight plan with an ILS approach and you've checked the lateral coding to make sure it all works. You don't need to set anything up specifically for the ILS. Loading the ILS approach should be enough. Make sure the left PFD is navigating with FMS1 and the right side is FMS2. You will have a magenta CDI indication. When you are close to the airport you'll also see blue "ghost" indications on the HSI and blue diamonds in the localiser and glideslope scales on the PFD. Typically when the final approach point is the next waypoint, press the APPR button and this will arm the system for localiser and glideslope capture. You don't need to mess with the altitude knob as long as the aircraft is actually at the ILS platform altitude (you shouldn't need to do this with a 737NG either, but that's another story). When you capture the glideslope, set the altitude for the missed approach altitude. 2) Speeds. Manual control of speeds is normal using the speed knob or manual thrust. If you have VNAV enabled you can resume the VNAV speeds using the PERF page on the FMS, but really that's a bit pointless and it's easier to fly it on the speed knob. You need to know 250 kts, 200 clean, 180 with the first stage of flaps and 160 with gear and the second stage of flaps. Select the final stage of flaps and slow to vref + 5. It's no more complex than that. Even on an Airbus with managed speeds, lots of pilots prefer selected speed modes - LNAV/VNAV and chill is very much a sim-ism and not how aircraft are actually operated. 3) It's just a machine, so isn't very likely to "freak out" as you say ;-) Bearing pointers have no influence on flying the approach, they are for the pilots reference only. I'd suggest reading (1) above carefully, then pick a long ILS approach, and post some screenshots of the aircraft level at the platform prior to intercept, and another couple of pics on the approach. Suggest EDDF 25L via CHA VOR - grab a screenshot flying level at 4000ft between CHA and LEDKI, and another on the ILS at 3000ft, and another at 1500ft - make sure we can see the full PFD clearly.
  5. It does sound like the packs were either not operational, or not supplied with bleed air. The checklist procedures supplied with the aircraft, and carried out by the simulated First Officer should leave the aircraft in a sensible state, so if this happens again please post a screenshot of the overhead pane and "Study - Engines - Bleed System" window and "Study - Environmental - Cabin Pressurization Control" window. Thanks
  6. The aircraft has "acceleration" on the knobs which is also in the simulation - effectively the faster you spin the knobs the bigger the steps are. This was changed in one of the later versions, so hopefully the behaviour is now better for hardware users. The model is not likely to be modified to support a 1000/100 mode of operation, as it's not how the real aircraft is built.
  7. That same table is included in the product documentation (CL650 Operations Reference.pdf), but thanks for the post - always helps to raise awareness of the pitch power tables and manoeuvring speeds.
  8. The hint images can be controlled from the User Settings screen.
  9. Also worth remembering that the sync function won't operate with the flight directors in takeoff mode (TO / TO). Engage heading or nav, then the vertical mode will revert to PTCH and then you can hold sync.
  10. Not something we're going to be discussing here. If your "friend" sent you a copy of the aircraft then they too are a software pirate. This is both illegal and deeply insulting not only to the developers who have spent years of their life developing this project, but also to everybody else on the forum who spent their own, hard and honestly earned cash on this product. I'm locking this thread to protect ClearForTakeoff from the impeding community fallout, as that sort of thing does no good for a community forum. I'll also add the strong recommendation that they, and their friend, consider how they value simulation products and the community, and consider the fact you are, in no uncertain terms, stealing from a small, dedicated group of developers that have done nothing but good for the wider sim community.
  11. Issue solved, fix will be in next version."I've added a delay at boot before icing is applied. That should hopefully give enough time to any weather injector to come alive. I've also implemented historical METAR reading for the nearest station, which will give accurate temps and weather evolution. This mechanism is used if we detect that real weather has been configured by the user (either using X-Plane's weather, ASXP, xEnviro or XP-NOAA)."
  12. Issue solved, fix will be in next version. "I've added a delay at boot before icing is applied. That should hopefully give enough time to any weather injector to come alive. I've also implemented historical METAR reading for the nearest station, which will give accurate temps and weather evolution. This mechanism is used if we detect that real weather has been configured by the user (either using X-Plane's weather, ASXP, xEnviro or XP-NOAA)."
  13. Also worth checking you don't have any control axis accidentally bound to Tiller. IIRC when there is a tiller control bound X-Plane will limit the steering available with rudder. With no tiller the rudder can provide the full steering range which sounds like what you need.
  14. Issue solved, will be in next release version. "Navigraph has a duplicate chart at RJSS, which is what was causing this. Put in a workaround to handle this case."
  15. Report 2292 Fixed in v1.1r1, January 22, 2022 Sorry - Late thread update.
  16. Issue 2327 understood and closed. Rather than a fix, the checklist system with be rewritten for a future update.
  17. I've submitted a feature request that the aircraft be aware of rapid and implausible temperature changes (i.e. changes that are not possible for real, and so must come from a weather engine) and uses that a trigger to update the airframe icing state. However that's not without difficulty as the result could be an unexpected change to the wing ice state. If there's a possibility I'm sure the developers will find it when they have the time, but yes for now with external weather sources just be aware of the potential for ice to be present if the Challenger sim started up in suitable weather conditions, even where a weather injection engine subsequently changed the weather.
  18. Report 2520 Fixed in v1.3.1, February 08, 2022
  19. Service Bulletin 650−34−009 is embodied on the Hot Start aircraft for RNP [AR] capability. In the future it's planned to have SB 650−34−010 for RAAS and SB 650-34-008 for LCY Steep Approach There are a number of STCs as well which I don't have a comprehensive list of, but the landing lights have been modified to the HID landing lights, and you can see the loads for the front units modelled in 3D on the bulkhead beside the WXR antenna. I'll add this information to the Operations Reference Manual.
  20. There is no documentation for the file. As you've seen it's mostly self explanatory. The FO actions and checks are coded into the software and triggered by the XML so it's a case of copying the actions you want. You can see a text-to-speech checklist with the quick turnaround checklist, where the others have voice files.
  21. Thanks. You need to have one of the system 3 hydraulic pumps running in order for the gear doors to move. External AC or APU running with APU Gen on, then Pump 3A or 3B on.
  22. Thanks for the extra info, have passed it on.
  23. Thanks for the video. What exactly do you think is wrong with the Hot Start Challenger SVS display? For me, it looks very close to the real thing.
  24. @BulatThe G1000 SVS and ProLine SVS are totally separate systems. It's unreasonable to expect two different systems to have the same SVS just like it's not realistic to expect a Windows computer to run iPad software. Furthermore, the Phenom G1000 SVS is not an exact replica of the real G1000 SVS either. Please understand this is proper synthetic vision - a computer generated landscape from a terrain database, not a view from a camera on the nose of the aircraft. Here's a screenshot of G1000 SVS, from the same developer as the CL650. It's not that they don't know how to do it, but simply what you are asking for is not what the real CL650 does.
  25. Also, to add to what @Pilsmentioned - it's the temperature at load time that matters. If you have some weather injector that's putting a temperature in or updating after loading, that could be an issue. If you are having this sort of issue, please get into the habit of checking the temperature on the XP weather screen before loading into the Challenger 650.
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