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Muchimi

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Muchimi last won the day on January 19

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  1. If this helps: https://www.x-plane.com/kb/x-plane-11-system-requirements/ Inbound but not out yet: https://www.x-plane.com/kb/x-plane-12-system-requirements/ Plenty of help and articles on making XP run better over here: https://forums.x-plane.org/index.php?/forums/forum/309-x-plane-11/ Hint: turn Vulkan on, turn reflections totally off. If your system runs MSFS2020 it should run XP with no sweat. MS is a hog compared to XP11. XP12 - not sure as it's not out yet, but I would expect similar or better from XP. P3D - not sure as I don't have that product.
  2. Better pushback fit all my needs and approximates manual mode I think because you can draw the tow path. Granted, you can't just get in the driver's seat and just drive. Interesting idea though. Siselkov wrote betterpushback and he's part of the team behind the Challenger so the integration is seamless. I don't think that you can just stick a hand tow bar and move the plane by yourself like you would a C172. This is a 12 ton aircraft (higher when loaded). That's a lot of plane to tow manually?
  3. I'll chime in here as I was having similar issues (since 1.0) at random phases of flight and didn't get a CTD but a hard lockup of X-plane with zero errors in the log outside of WAAS errors that appear to be normal and not fatal. Based on a recommendation from another thread, I've tried without synthetic vision enabled and so far no lockups/CTDs on a long flight. Recommend you try this in case you are using synthetic vision to narrow this down some. I'm continuing to monitor the situation.
  4. I did have synthetic view enabled in all cases. didn't think about that - thanks for the tip, I shall immediately try and report back.
  5. I don't know if these are a CTD - mine behaves exactly the same as you have - WAAS API errors in both the x-plane log file and the cl650 log.txt. I don't get a CTD - x-plane just freezes with an hourglass like if it was in an infinite loop and I need to kill it with task manager. No errors in the logs except for that WAAS line - and also multiple of them - typically 4 of so. Happens randomly but close to TOD for me - hard to tell. This has happened twice now to me in my last two flights - and at different places (two different flights) so is not location specific as far as I can tell. One was at cruise at altitude, the other during VNAV descent and as the aicrraft was initiating a turn to the next WP. FMS1 nav source, APPR not armed yet. Both where in NAV/VNAV mode automated flight with ALT setup lower than cruise in prep for the next step. Manual speed bug with ATS on.
  6. Update that I've now flown the same route again twice with the 1.1 release (January 21 2022) and no more crashes for me. Only change was the update. So a big thank you to Hot Start for fixing whatever it was.
  7. Good question! There are two scenarios I am thinking of: (1) Have you ever asked for something that it turns out you didn't need, say when you're learning a new aircraft (2) The truck sits there while the driver is on a 15 minute break, and I can't call him to get out of the way because we need to get going and my high falutin paying passengers are anxious, not to mention, always right (so my boss tells me). I think if there is a way to call and send services back for all other services electrical carts, air units, it is logical to me that the fuel truck would have this option, if but to be consistent. These things may not be needed either. I haven't looked if there's a command to send the truck back - there is likely one under the hood and I'll be happy with that.
  8. Yes, true, but what happens if there is no paper (as in, no fuel). I think it would be good since we have a feature to call the truck, to also have a feature to send it back (as is the case with the electrical and air carts). The truck goes poof right now once you start moving the aircraft, which is good, but not very realistic.
  9. I too am getting some random crashes in all stages of flight - rare but they happen usually after a waypoint change and some turn. Nothing in the logs - same WAAS message with the 404. The crash is not a CTD but a hard freeze of X-plane - have to kill the process. Going through the usual process of elimination with x-plane by turning off all add-ons (which is a lot) and canvasing known issues with say, video drivers and the like, but so far the crashes are only when flying the CL650. No issues with other airliners on the same route / flight plan (adjusted for the type of aircraft of course but scenery / plan wise, same waypoints) and weather although my sample data is not highly duplicative at this point as it takes a while to fly the route, even if short. Because there is nothing in the logs, not much to go on. No errors reported in x-plane at all. Usually it's some sort of internal problem but no exception caught by the simulator. Still investigating. Log.txt CL650_Log.txt
  10. My suggestion: two things to check: hydraulics on - and the nose wheel on the 650 has a max angle of 55 degrees. It's free wheeling after 55 degrees even if steering is armed so you need to reset it. So your pushback should always end with a straight line to make sure the front wheel is centered. Other than that (and I had that happen) I had my steering tiller mapped in x-plane to two different axes and nothing worked right until I fixed my mapping and I too was going around in circles. I don't know what happens if you try to taxi the plane on anything but tarmac so it's possible that hot start modelled mud ruts and snowrunner-esque behaviors with the 650 - I wouldn't put anything past them at this point lol.
  11. As far as I know, you don't engage autopilot on the runway, it's a bad idea usually for a number of reasons - I'll attempt to explain why. What I do (and I may not have that completely right and there are variations on the theme here) is before you enter the runway set the heading bug to the runway heading (should be aligned with the runway) and arm the heading pressing HDG. Verify your speed bug is set to VREF+20 (can be different with airline procedures), alt armed to the desired initial climb set by ATC as part of your clearance, or your charts if not in controlled space. You have to follow the departure chart because it keeps you safe and out of the way of other traffic. Double check the MFD for any configuration warnings (should say TO configuration ok - if not - such as spoilers, yaw damper, etc... it will tell you what's missing) - double check your flaps. Press the TOGA button on the throttle the PFD should say "TO/TO" in green. Usually you do all that before you enter the runway so you're ready to go. In the US you confirm you have received your takeoff clearance by turning your strobes on which tells the tower (and also tells other aircraft in the vicinity) visually you are starting your takeoff roll. Then with toe brakes on you advance the throttles to 50% to verify engines stabilized so you don't have to slam on the brakes if something goes sideways, then release brakes and advance to take off max or press the ATS button that should read N1 TO. The flight crew operation manual says ATS should engage automatically at 75% or so but I've not seen that in the 650 so I just press it. Rotate at VR and once positive climb verified, retract the gear, by that time tower will give you a heading to follow after your initial turn instructions and you can engage autopilot 1,000 feet above the runway (or more) one the plane is stable in climb. Because you are in HDG mode you will follow runway heading and can quickly turn to any heading specified by ATC. Usually ATC will give you a turn instruction on take-off (left or right), and/or a specific heading to follow immediately after tower hands you over to the departure controller so LNAV is usually not the first mode you're in as you will be vectored by the departure controller until you are allowed to resume your own navigation. Thus HDG mode is what you want. For vertical you probably want VS mode too as FLC mode is typically too agressive for your passengers and you want comfortable transitions and small g forces, not fighter jet behaviors. I also found in controlled space your chart says one thing, but ATC may tell you something different so FMS legs initially aren't followed that closely. Remember that you are not alone in the sky - which is hard in x-plane I know without a traffic add-on and ATC. If you ever fly online on VATSIM or pilot's edge - you'll quickly get what works and what doesn't.
  12. I was perusing the x-plane failure menu and found that the answer is: just about anything can go wrong. Pages and pages of failures... Sad to say, I make my own pickle right now without even looking at failure - the learning curve is a cliff!
  13. Wow - didn't get that yet and didn't realize that was a feature lol - nice! Going on a limb: I assume you're landing at or near VREF within weight limits and no parking brake on? Max landing weight is 38,000lbs (17,236kg) and touch down vertical speed of less than 2m/s (6feet/s)? The CDU will tell you if you're overweight in the approach data page as I recall. If not that - could be a conflict with another add-on perhaps. M
  14. Thank you, will try that!
  15. If this helps, I found lots of good information on how the plane works here using the 605 model docs on smartpilot. It's a very similar, if not identical cockpit and the avionics are the same. Treasure trove of documentation that that solved a few puzzles for me, and I have many, many more to figure out. https://www.smartcockpit.com/plane/BOMBARDIER/CHALLENGER 605.html
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