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Everything posted by Muchimi

  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
  16. Er, zombies 1, muchimi 0. I had to go outside and close the panel after the fuel guy didn't make it.
  17. I for one found the Collins 21 avionics a bit different from the avionics I'm more familiar with due to years of simming with them (think Boing and Airbus systems) - while they were different themselves, the Collins is yet another beast as there are things it does that surprise me, and there are also things it doesn't do that also surprise me and get me in serious trouble fast. Recommendations: - there are a few videos from your usual streamers on youtube showcasing the Hot Start Challenger 650. Some of them I'm amused because the streamer was clearly in the same boat I was figuring this stuff out. The better one from the source is here: I also encourage you to download the Smartcockpit docs on the Challenger 605 which is very similar to the 650 as that will give you at least more solid documentation on the avionics and systems that make the plane work. The docs (which are coming for this aircraft) will at least give you a head start on the various aircraft systems and what the buttons do - warning, more than 1,000 pages to sift through but filled with "ah-HA" moments for me. The 605 is very similar to the 650 in terms of the cockpit and systems, the 650 has different engines and different range from what I can tell but otherwise very similar to the 605 in how things are setup. https://www.smartcockpit.com/plane/BOMBARDIER/CHALLENGER 605.html I'm sure more tutorials will come out but I'll share with you that from what I can tell, we're all in the same boat trying to figure this one out because it's superbly modeled - it's an unusual system in many ways not only because this redefines "study" in study sims but also because Bombardier's way of thinking is a bit different. Steep learning curve for sure, but that's also what makes it great.
  18. Hi - I have a question: once vertical navigation is interrupted (for any number of reasons, for example, armchair pilot operator error), how does one convince the avionics to resume the vnav profile? VNAV is active, the vertical guidance (the purple VS indicator) is correct and showing, but the plane is not following the commanded VS to follow the VNAV. It took me a while to figure out how to tell the plane to follow the FMS speed bug but I can't find the magic sauce to the same for the vertical navigation. Thanks for any tips!
  19. I was having the same issue. From the Bombardier docs, looks like 30 nautical miles and less than 105 degree intercept (section 04-10-50 page 201 of volume 2 of the flight crew operations and section 04-10-30 page 181). You need CDU1 and CDU2 to have the same flight plan active (I just copy CDU1 from CDU2 and for good measure put a copy in CDU3 as well). It took me a while to realize the copy of approach (localizer) data between the flight computers wasn't automatic on this aircraft (there apparently isn't a primary FMS that can be selected), and importantly there is no message that localizer/glideslopw capture is disabled such as "LOC UNABLE" via a message on the CDU when the avionics don't have at least two independent systems to track from. This had me plow the internets and landed me in Smartcockpit's documentation on the Challenger 605 which also uses the Collins Pro 21 avionics. The 605 is similar to the 650 except for engines and range looks like but it looks pretty much the same in terms of operations.
  20. I can call the fuel truck, I can't seem to send it back. Anyone know how to send the truck away after refueling? Thanks!
  21. Update: After more testing, and it happening again, it looks like it's because the fuel truck is on standby - so perhaps there's a hidden hose or a connection pending which is why the latch won't close (as it did it again). Get rid of the fuel truck, and it works without issue. Fuel truck present - I run into this. Will continue to report back my findings.
  22. Yes it would not let me. The moment I release the mouse to be able to click on the latches - it opens back up (as it if was on springs) before I get a chance to click on the latches to secure it. Usually the door stays closed when I release the mouse, then I can click on the latches (as with the other panels). I should note I've exited x-plane and re-started and it's not doing that anymore (stays put when closed so I can click on the latches). Unsure why it did that before and only that one panel (all the others were fine). M
  23. During the walk around inspection of the plane, I opened the fuel trap door by the wing and was unable to close it afterwards. It would move to the shut position, but would re-open by itself. Tried various things, was able to open and close other panels such as the fuel control panel above the wing next to the refuel port but that door just refused to stay closed. What am I doing wrong? This plane is full of wonders and I'm just picking up my jaw from the tarmac often as I discover these little gems. Cheers, M
  24. Yes - I think it still swerves as it should if you don't pay attention and is much closer to the published behavior in terms of rudder trim. It's not stable by any means but it's also not overly twitchy as it was before. A tiny windgust was enough to send me at a 45 degree off course - no longer the case and the front wheel now actually does something between 20 and 70 kts.
  25. Very pleased on the ground handling. Looks like the ice skates are finally gone, nicely done.
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