richjb
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Posts posted by richjb
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Greetings,
I took the B737 for a flight today. After takeoff, I was climbing in LVL CHG and HDG. After engaging the autopilot, the control yoke began oscillating back and forth and stab trim was moving nose up and nose down. I could not tell which control was leading. You could see the in sim yoke move back and forth while the stab trim wheel rotate nose up and nose down along with the wheel sound. It continued to occur even after I disengaged the autopilot and went back to FD mode. It was not until I made a manual stab trim input that it stopped.
Best that I can tell, I have no control conflicts in XP, i.e., multiple control axis or button assignments. Any thoughts on what the problem might be?
Thanks!
Rich Boll
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On 1/1/2024 at 1:40 PM, Pils said:
@richjb Have you discussed with the GoFlight developers about using the X-Plane SDK properly?
I have not discussed it with them. The Autopilot engage button is the only one that does not work. In fact, I have been able to program my Goflight MCPPro and EFIS to a greater extent in HS650 using dropdown boxes in PolyPot's GoFlight modules than I have any other airplane. The only button that doesn't work is the autopilot engage, and per Toto, it's the time delay that you mention.
Is that delay covered in the X-Plane SDK?
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On 12/31/2023 at 9:58 AM, Pils said:
It's because this specific command needs to be "held" active for more than 1 frame, and XSaitekPanels is actuating commands in X-Plane incorrectly, so this can never happen or work without custom integration.
That's per Toto over on the HS650 Discord channel. He said that he was considering making an option to bypass that one-frame delay to permit hardware binding. That was a couple weeks ago.
Rich
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Going into Preferences and unclicking the use KG solved the problem. I didn't even think about looking there! <sigh>
Sorry for the fire drill!
Thanks again!
Rich
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argh.... I did not even think to check KG v. LBS. I did not check that. I'll check it after dinner and see if that fixes the problem.
93.3 KG might be a bit high...ya think!
Thanks!
Rich Boll
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Greetings all,
I updated to Ver 1.5.1 yesterday. First flight, found that I was unable to enter either the ZFW or the GW on the PREF INIT page in the FMC. When I entered the ZFW or the GW, the INVALID ENTRY appeared in the scratch pad. See attached screen shot:
I thought it might be a corrupt installation, so I uninstalled the program and also deleted the IEXG 737 Classic Folder and its contents that remained after the uninstall. After the clean re-install, loaded a new flight with a new airplane livery just to make sure. Same issue.
Without being able to load the ZFW or GW, I'm not really able to fly the airplane. We'll could, but it wouldn't be any fun.
This was not an issue with 1.5.0. It came up after the update to 1.5.1. I can revert back if needed.
Any thoughts on why this is occurring and/or how to fix?
Thanks!
Rich Boll
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I just did a V1 cut and a continued takeoff, litmus test for me with a new aircraft model.
I only have one word to say...
PERFECT!
Well done, IXEG! Well done!
Rich Boll
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3 hours ago, Pils said:
Use the existing IXEG 737 Classic add-on but with a User Defined Folder pointing at Aircraft\X-Aviation\IXEG 737 Classic Plus.
Have you tried sim/autopilot/take_off_go_around?
Have you tried sim/flight_controls/brakes_toggle_max?
This is known.
Thanks Pils
All of the above changes worked!
Rich
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Hi IEXG team!
First, great to have this airplane back in the XP hangar. I've been flying it around Kansas &Colorado and having a blast! I'm mostly shaking things out, getting joystick bindings set, etc. Which brings me to some questions:
1. Where should I set Navigraph to update the IXEG's Navdata? Which folders? Navigraph is not finding the correct folders in "auto" mode.
2. Do not see a CONTROLS setting in IXEG for binding the TOGA thrust level switch to a joystick button. What should I use?
3. The default binding in CONTROLS for "Parking brake on/off" does not work in IXEG. What binding should I use?
4. Possible Bug: The Windshield Wiper switch does not move when you either rotate the mouse wheel, click on either side, or "drag" the switch to change settings. No way to turn on the wipers, which is essential if XP12 is raining! This one might be confirmed, but I'll include here as well.
5. Question....possible bug(?) The airplane appears to lack elevator authority in the landing flare. Crossing the threshold right at VREF speed, reducing thrust at about 30' with it closed at touchdown. All landings are very firm, and some are three-point with the nosewheel touching at the same time as the mains regardless of how much elevator up I am adding. Is anyone else seeing the same thing? I have 15% set on the Pitch and Roll sensitivity just to take some of the "bounciness" out of the control wheel inputs. Any t houghts?
Time to do some chores around the house before I get in trouble with the wife. I'll be back later!
Thanks again! Great airplane!
Rich Boll
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On my way between KDEN and KSLC!!!!!!!!!!!
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Ok... we need correct something here. We do not turn off the flight directors when established on an ILS approach, even in the Boeing aircraft. In fact, without a flight director, in part 121 or part 135 operations, your approach landing minimums increase automatically to 4000 RVR or 3/4 SM regardless of what is on the instrument approach by OpSpec. OpSpec requires use of the flight director or autopilot to use the published landing minimums for these operators. In addition, the use of flight director, autopilot, or HUD is required in certain circumstances to fly an approach to 1800 RVR instead of the published 2400 RVR as noted on the approach.
Speaking to Collins about the Proline 21 flight director's behavior on an ILS approach, the flight director command bars do follow with an initial pitch change that you may make manually. Not with the roll, but with pitch only. Until it sees a deviation from the glideslope, the command bars will not display a correction command. For this reason, it appears that the command bars initially follow any pitch change initiated by the pilot, intentional or otherwise. I have tested this both in the simulator and the actual aircraft. It is a behavior that we see in other autoflight systems as well, for example, the Garmin system in the Lear 75. For the most, this behavior is accurately depicted in HS650.
The flight director is a required component for ILS approaches in a turbojet. It should not be disregarded when flying an ILS approach.
Rich Boll
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4 hours ago, bpcw0001 said:
Thanks. I really appreciate you real-world pilots sharing knowledge here.
Thank you!
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6 hours ago, bpcw0001 said:
Very good insights, thanks.
Seems that the ALT LEGS functionality would merit some implementation in the HS Challenger then.
Since we don't have it in the sim (yet), what about setting up SEC PERF for the SEC FPLN beforehand? Would that not mitigate losing all the PERF information when a quick switch is required? Surely it would mean double work in setting up PERF, but you wouldn't have to do it only when things are getting hot and you need to switch to SEC FPLN quickly.
You could do that, but it might be just easier to change the DEST in the FLT PLN page once you're heading towards your alternate airport. The go back into the LEGS page and build the route to the alternate. First, get the airplane going to the first fix on the route. Let's say that Wichita KS (KICT) is your destination and Hutchison KS (KHUT) is your alternate. You're tired of shooting and missing the ILS 01L approach at KICT due to fog, etc., whatever. Time to go to KHUT. Wichita gives you the following clearance to KHUT: "N1234 is now to cleared to the Hutchison airport via direct Wichita VORTAC, Victor 73, Hutchison VORTAC, then direct, climb and maintain 6000". By the way, this was a common clearance we gave in the sim when I was an instructor in the Learjets while at FlightSafey.
Step 1: On the LEGS page, type in ICT to go direct, then EXEC
Step 2: On the FLT PLN page, change DEST to KHUT
Step 3: On the FLT PLN page, delete any remaining approach going into KICT
Step 4: on the FLT PLN page, type in:
V73 HUT
DIRECT KHUT (this is optional)
Step 5: On the DEP/ARR page, select KHUT and enter the expected approach, e.g., ILS 13
Your performance data should remain, i.e., PAX and CARGO, ZFW entry, etc.
With ALT LEGS page, you can set some of this up ahead of time. However, as practical matter, I have never used the ALT LEGS page to preload my flight the alternate. Most of the time if you are diverting to your alternate, ATC will clear you direct. In mountainous areas, that might different.
ALT LEGS page is mostly used for programming your engine failure departure procedure, so that it is ready to use if the engine fails on takeoff after V1, assuming that it is not a straight-out departure.
Rich
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13 hours ago, dlrk said:
What about just replacing the current destination with the new one in the active flight plan?
You will have to do that to get the approaches for the alternate. The ALT LEGS page allows you to pre-program your route to your alternate before you begin the approach to the destination. In the meantime, using the ALT LEGS page allows you to monitor fuel required to the alternate and reserves to post the CHECK FUEL AT ALTERNATE message.
Rich
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On 8/2/2023 at 12:00 AM, andrewflies said:
So I had a few questions regarding go around procedure as I'm somewhat new to the Challenger. If I set up the appropriate go around altitude and then press the TO/GA button to initiate a go-around, I follow the FD and work through the go-around checklist. My question is with respect to FMS sequencing. The legs of my current flightplan usually end at the end of the go around procedure. What is the correct procedure to transition from the go-around to a new approach? I've done it by either selecting DEP/ARR and reselecting the approach and executing it as well as by copying a saved secondary flightplan to active and then execute a direct to the IAF. Which is the proper way of doing this?
In addition, how would I go-around and divert? I'm unsure how to append the alternate flightplan to the end of the existing flightplan (like how the Airbus FMS does it) or whether this is even possible in the Proline 21. My current method is to create an "alternate" flightplan and save it in the route menu before taking off. Then while working through the go-around procedure I load and activate this stored flightplan. But this seems kind of clunky and becomes awkward if runways have changed. How is an alternate supposed to be dealt with?
There are a couple of ways that you can accomplish flying another approach or diverting to an alternate. During simulator training, we have transition from one approach another quite often.
The first option is to re-load the same approach or a different approach (e.g. due to a runway change) by just going to the DEP/ARR page. Flying many different FMSs over he years (Collins, Universal, Garmin) there is one thing that I have learned. If you are flying the missed approach and plan to enter the missed approach hold, don't touch a damn thing until you're in the hold. Now, in the Collins FMS, re-loading the same approach or a new approach from the DEP/ARR page will not hurt you since if you load another approach into the FMS for the same destination, it's "smart enough" to load that approach AFTER the current missed approach procedure and missed hold. I don't know if this is simulated in HS650 this way off the top of my head (I believe so), but by reputation of its designer, I would not bet against it!
If you select and load another approach in the Universal or Garmin FMS BEFORE you are established in the missed hold, you will wipe out the previous missed approach and missed approach hold if you try to load another approach before you are established in the hold. If ATC needs you to hold, or the instructor needs to see you enter the hold for grading purposes, your co-pilot is now a$$s and elbows re-loading the missed approach hold, and you are buying the beers at dinner that evening! Lesson: Wait until you are either in the missed approach or wait until ATC starts vectoring you for the next approach. Then load the next approach. You should be able to do that without any issues since the the DEST on FLT PLN page has not changed. On the DEP/ARR page, just select the desired approach.
If you are diverting, there are two options. The first one is not simulated in HS650 and that is to use the ALT LEGS page. If you have an ALT entered on the FLT PLN page, then if you cycle through all of the LEGS pages to the very end and after you pass the last LEG associated with the destination airport/approach, you will go to the ALT LEGS page. This is where we will load the OEI escape procedure for takeoff, but it can also be used to load the waypoints for the flight to the alternate, which is usually "DIRECT", or something simple like that. If your CFP has a route to the alternate, you can load it on these pages. This will get you pointed towards the alternate airport until you can update the FLT PLN page and change the DEST entry on the FLT PLN page to the alternate so that you can bring up the approaches on the DEP/APP page.
I do not use the SEC FLT PLN page for diverting because it will drop all the performance information, including my ZFW (PAX and CARGO load information if you use that) on the PERF page, and now I have to re-load all that to get my landing weights and VSPEED data accurate on the APPROACH REF pages. I just made more work for myself or my co-pilot. Same thing happens if I use the SEC FLT PLN for my OEI escape procedure. All my PERF data including my V-Speeds (e.g., VT) drop and must re-entered. That's a pain when climbing out at V2 speed and your V-speeds suddenly go away. Again, more work for you when already have enough work to do. More beers at bar that night for my long suffering sim co-pilot, too!
Been flying the Collins FMS for nearly 20 years now. That's how I do it. I hope this helps!
Rich Boll
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On 7/12/2023 at 10:25 AM, bpcw0001 said:
Cool. Thanks for the info!
I wonder how many operators have that option.I've spoken with CAE and FSI regarding how many operators have it, and the consistent answer is "not many". CAE is the only one that actually has this option in the CL300 or CL350 simulator, and i believe that it is installed in only one of the simulators.
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It's an option to the Proline 21. Our CL350 has it. We use if we're reviewing a climb via or descend via clearance, and sometimes while monitoring the vertical flight track while climbing or descending. It's similar to Boeing's vertical situation display, but it does not have terrain information.
Rich Boll
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On 5/23/2023 at 9:35 AM, tkyler said:
we are back full steam on the IXEG after that short MU2 detour for Sporty's Pilot Shop
Ah....the secret project is out! Kewl that you're working with Sporty's on the MU2!
Rich Boll
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22 hours ago, Pils said:
Not the latter, but somewhat the former. It was an FAA outage that induced the simulated total WAAS outage, but it wasn't an outage in their real-world SBAS service itself, rather the reporting systems that the FAA uses to publish the service's status to the public via the internet. It's this system that the Hot Start CL-650 relies upon to determine WAAS coverage, signal quality, availability, etc., according to sim aircraft location. Sure, we could have "failed safe" and kept the in-sim WAAS "operational" based on the last reported status, but where's the fun in that?
I think the failure was a nice opportunity for sim pilots to learn a thing or two!
Gotcha! :-) It's a nice addition!
Rich
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On 1/16/2023 at 5:17 AM, FYG001 said:
Hi Pils, would that FAA SBAS NOTAM be connected to 5G and no Radio Altimeter use?
SBAS or GPS is not affected by the 5G Radio Altimeter interference issue. The 5G C-Band is far enough away from the GPS signal to not interfere with it.
Rich Boll
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On 1/14/2023 at 3:57 PM, Pils said:
You did nothing wrong insofar as flying from one provider's service area to another is automatic, however there is currently an FAA-induced SBAS outage in the CL-650's sim world so WAAS is unavailable. In this scenario you have to fallback to non-LPV minimums, and hence Baro-VNAV. On an approach with both LPV and non-LPV available the selection is made in the ARRIVAL DATA page under APPR MODE. However, it may also require changing approaches completely if SBAS is required.
Hi PIls,
Catching up on posts....
Was that FAA-induced SBAS outage a real-world outage simulated concurrently in HS CL650, or was that something random that the sim placed?
In all my years of actual flying in the CL300/350 or the Lear 45/75, I have never seen a LPV degrade down to LNAV/VNAV or LNAV level of service. I was actually flying the HS CL650 the same day, and got the same SBAS NOT IN USE message. I had to go to the ARR DATA page and switch the approach vertical mode from LPV to Baro. Last time I did that was in the Level D simulator. And oh by the way, the instructor could not simulate that degradation. He had lean over the shoulder and tell us that LPV as not available. Kudos to HotStart for going beyond what a Level D simulator could do, or at the very least the Challenger 300/350 sim.
Rich Boll
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5 hours ago, birdy.dma said:
Hi Rich,
Have you considered buying a used 3080 (10GB or 12GB) on eBay ?
No, I have not. I'm not very Ebay savy.
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11 hours ago, Pils said:
Hi Rich,
I would love to say definitively one way or the other, but it's just not possible, there's too many variables. My guess is that your current CPU will be the limiting factor for your framerate, not the GPU processor itself, and as such more GPU performance would be "surplus" (I can only speak for X-Plane here mind, MSFS might be different). However, more VRAM can always be used regardless of your CPU performance, if that makes sense. On the flip side, if you intend to later upgrade the CPU/motherboard and/or monitor (4K), but keep the same GPU then investing in a more powerful GPU now may make more sense. Either way, it's just guesswork as I don't have personal experience with any of the cards you've mentioned, unfortunately.
Thanks Pils!
I was not planning on a CPU/MB upgrade anytime soon. It's going to take some serious degradation of performance before I will make that leap.
Is there a way to tell in XP which is more limited, or how you are being limited by any particular graphics settings or combination thereof?
Thanks,
Rich
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1 hour ago, Pils said:
The numbers from task manager are far from the full story, but that does suggest you are closer to the GPU limit on your system.
Hi Pils,
Does it sound like the RTX 3070 would be a better card than either of the 3060 cards?
Thanks!!!!
Rich
CL650/FCP/ap_eng and GoFlight MCP Pro
in Hardware Interfacing
Posted
Thanks Pils!
Rich