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Hot Start hat das Update 1.6.1 für den CL650 veröffentlicht. Alle Kunden die den Hot Start Challenger 650 bisher gekauft haben, müssen dafür auf der X-Aviation Seite erneut das Installationsprogramm herunterladen und den Flieger in der neuen Version installieren. 

Dabei bleiben alle Liveries und auch eure aktuellen Panel States erhalten. Selbst die Deinstallation der alten Version übernimmt der Installer selbständig.

Da dieses Update viele grundlegende Änderungen durchführt, weisen die Jungs daher vorab auf folgendes hin:

Please carefully review the following section about the V1.6.1 release
highlights. These point out particular “gotcha” changes that might
surprise you if you didn’t expect them.

Also, be aware that trying to reload an in-flight state from a previous
version might not work very well. There were numerous internal changes to
the avionics which will cause many of the computers to perform a cold
reboot. When using a different version, please only try to load a
previous state that was cold-and-dark.

Release Highlights:

  • 2988: Elevator control system is missing gain change mechanism from control column, causing over-controlling at higher speeds
  • 3121: Implement variable pitch feel based on stabilizer trim position

      We’ve reworked the pitch feel to replicate the variable-rate pitch feel
      of the real aircraft. Unlike other aircraft where the pitch feel is
      based on airspeed, the Challenger uses the stabilizer trim position as
      a stand-in for airspeed. The pitch response near the center gets more
      desensitized the more nose-down elevator trim is applied (implying
      flight at a higher speed). There is also a fixed “curve” that gets
      applied near the neutral point. This comes from a mechanical part of
      the elevator mechanization called the gain-change mechanism. This is
      more-or-less fixed and is always applied on top of the variable pitch
      feel from the stabilizer trim. We recommend removing any kind of curves
      you have applied to your joystick or yoke and try to get used to the
      new out-of-the-box feel.

      If you have a force-feedback yoke with controllable force intensity
      (such as a Brunner FFB yoke), you can disable the trim-dependent pitch
      feel in the User Settings under the User Interface tab. You can then
      replicate it in a proper FFB way by gradually increasing the force
      needed to move the elevator as elevator trim goes from 5.0 to 1.25
      (5=lighest, 1.25=heaviest). Outside of this range, the force should be
      constant, as the real pitch feel mechanism doesn’t change force
      intensity outside of these ranges either.

  • 2866: Implement dynamic GPS jamming simulation

      The CL650 now simulates dynamic, unannounced GPS jamming that happens
      in certain regions in the world, especially near disputed areas and
      active conflict zones. The locations of these areas are usually not
      NOTAM’ed, so you are encouraged to be on the lookout for potential
      issues with GPS reception in areas such as:

       – the Middle East
       – Eastern Europe
       – South China Sea
       – parts of Mexico

      Please note that these locations aren’t hard-coded into the simulation.
      They dynamically change over time and needn’t be active at all times.
      We can also add new areas post-release, and already have plans to add
      NOTAM’ed (scheduled and published) GPS outages.

      The simulation works by performing radio signal propagation modeling
      (including terrain masking) between the aircraft and every jamming
      station. If the signal levels of the jammer overpower the GPS satellite
      signals at the aircraft’s position, the GPS position integrity will
      gradually degrade, until it is completely lost. You will then need to
      revert to inertial navigation and utilize radio or manual position
      updating. For now, we have chosen to avoid simulating GPS position
      spoofing, however.

      Please note that not all approach procedures can be flown without GPS
      available. Consult the approach procedure charts for required
      navigational sensors, as well as required navigational performance
      (RNP). This can then be cross-checked against the EPU value (Estimated
      Position Uncertainty) on the PFD as well as on the FMS PROG 2/2 page.
      Without GPS available, the FMC will attempt to use any enabled radio
      sensors (VOR/DME or DME/DME) as a source of position updates. Thus,
      flying an RNP 1.0 or sometimes even an RNP 0.3 approach might still be
      possible, provided that the approaches do not hard-require a GPS or
      GNSS sensor be available, and that a suitable position-updating navaid
      is available within range.

      For study purposes, the status of the jammer stations can be seen in
      the Study > GPS > GPS Jamming Stations window. 

  • 2927: Implement manual FMC position updating

      Dovetailing with the above GPS jamming functionality, the FMC now fully
      implements manual position updating. It is, admittedly, a very rarely
      used feature with GPS available, however, it does manifest in one
      useful way when in a GPS-denied environment. On departure, you will now
      have a “RWY UPDATE” prompt available on the ACT LEGS page on LSK 6L
      while the aircraft is on the ground. This can be used to manually
      update the FMC position to the runway threshold prior to takeoff, thus
      nulling out any positional drift due to purely inertial operation. 

  • 2963: Add ADG and nose gear door pins

      The aircraft now contains a beautiful 3D model of the air-driven
      generator (ADG, aka RAT on other aircraft), and together with that it
      brings an additional set of ground pins in the nose gear bay that must
      be manipulated by the pilot prior to and after a flight. The ADG pin is
      located on the right-hand wall of the nose gear bay, in the forward
      section. This pin locks the ADG in the stowed position, to prevent
      inadvertent ADG deployment while on the ground (restowing the ADG
      requires qualified maintenance personnel be called in). The second new
      ground pin is for the nose door and is located on the same right-hand
      wall of the nose gear bay, but more towards the aft section. For
      personal safety of ground crew while in the nose gear bay, the nose
      door is pinned, thus preventing any chance of the door closing and
      injuring personnel working there. This pin is typically installed after
      a flight and removed before a flight.

      These two additions complete the full set of 5 ground pins that are
      used in day-to-day operations. 

  • 2910: Refactor NAV-to-NAV transfer to avoid LNAV capture when APPR LOC is armed

      The NAV-to-NAV transfer system behavior was changed to behave more like
      the real airplane. When the aircraft is being vectored and utilizing
      HDG lateral mode, pushing APPR with a NAV-to-NAV approach loaded (e.g.
      an ILS) will no longer capture the LNAV path if the airplane happens to
      come close to the FMS path. Instead, *only* the armed APPR LOC mode
      will capture when the localizer begins to center. This helps prevent an
      inadvertent capture of the FMS path that might no longer be applicable.
      On the flip side, this means you will not be able to perform high-angle
      LOC captures (>45 degrees) by first capturing the FMS path in APPR LNV
      and then transitioning to APPR LOC. To perform a high-angle intercept
      with an intermediate step through the LNV mode, first push “NAV” on the
      FCP to arm the regular LNV mode for capture. Wait until the mode
      captures the FMS path and only then push the APPR FCP button to arm
      NAV-to-NAV transfer onto the localizer. 

  • 3036: Remove landing data that doesn’t exist in real box and add
          supplemental data message

      We’ve made fixes to the APPROACH REF computer to bring it in line with
      the quirks that the real avionics has. One of those particular gotchas
      is that you will no longer be able to compute an Actual Landing
      Distance (ALD) value when the runway condition is set to WET on page
      1/4. Instead, the box will simply post an amber ‘?’ for the ALD value
      and you will get an amber PERF OUT OF RANGE message. For regulatory
      reasons, when the runway is wet, the only value to be used is the
      factored Landing Field Length (LFL). You can switch the ALD display to
      LFL by typing ‘L’ on the scratchpad and pushing LSK 4L on APPROACH REF
      page 2/4. This will remove the caution message and the FMS will show
      the factored (1.15x) landing field length instead. However, on the flip
      side, when the runway condition is set to any of the other contaminated
      settings (i.e. SLUSH-WATER, LSNOW, CSNOW or ICE), LFL becomes
      unavailable (and will post a PERF OUT OF RANGE message), and you will
      need to use ALD instead (place an ‘A’ on LSK 4L to switch to ALD
      display). The reason here is that there is no landing distance
      correction factor published for these contaminated runway conditions,
      so you will want to enter your own into LAND FACT on LSK 2L.

      An additional gotcha is that when the runway condition is set to
      anything other than DRY, the FMS will post a white SUPPLEMENTAL DATA
      message. This message cannot be avoided, and is intended to emphasize
      that the FMS isn’t using data from AFM Section 6 (Performance), but
      instead from AFM Supplement 2 (Operation on Wet and Contaminated
      Runways). 

  • 2848: Implement route names and loading of routes by name

      You can now save and load pilot routes by name. This is done either by
      entering the name on LSK 2L of page 1 of the FPLN page, or by entering
      a custom name in PILOT ROUTE LIST on LSK 6L or LSK 6R.

      When a name is entered on FPLN page 1 LSK 2L, if the route doesn’t
      already exist in the PILOT ROUTE LIST, the name is simply assigned to
      the current flight plan. This name can then be used as the route name
      in PILOT ROUTE LIST by pushing LSK 6L or LSK 6R. If a route with the
      same name already exists in PILOT ROUTE LIST, the user is prompted if
      they would like to load that route instead. Loading a pilot route into
      the active flight plan is not permitted while the aircraft is in the
      air. 

  • 2849: Support new VATSIM departure/arrival ATISes

      Some VATSIM regions have started publishing separate departure and
      arrival ATISes, just like some real airports do. Thus, the ATIS type
      selection on DATALINK > AOC CORP > ATIS now correctly attempts to pick
      the type-specific ATIS first, before reverting to the generalized one. 

  • 2860: Add volume control for FO audio

      You can now control the automatic first officer’s audio volume when
      reading checklists. The setting is located in User Settings under F/O
      Assists.

New Features:

  • 2823: Add IVAO Altitude client detection
  • 2824: Add IVAO SELCAL integration
  • 2825: Add support for showing COM TX flag on IVAO
  • 2848: Implement route names and loading of routes by name
  • 2849: Support new VATSIM departure/arrival ATISes
  • 2860: Add volume control for FO audio
  • 2866: Implement dynamic GPS jamming simulation
  • 2869: Implement TOC and TOD display on MFD data window
  • 2927: Implement manual FMC position updating
  • 2953: Add search function to failure manager
  • 2954: Add tooltips with descriptions to the Bleed study screen
  • 2955: Add ASU engine parameters to the Bleed study screen
  • 2963: Add ADG and nose gear door pins
  • 2988: Elevator control system is missing gain change mechanism from control column, causing over-controlling at higher speeds
  • 3121: Implement variable pitch feel based on stabilizer trim position
  • 2995: Need to implement ADG ADCU failures in the failure manager
  • 2996: Implement missing stall protection system failures
  • 3002: Add datarefs to expose the internal CL650 atmospheric model
  • 3006: Implement a dataref interface to wire and ARINC-429 abus data
  • 3116: Need a ground service menu option to fix a rotor lock

 Improvements:

  • 2816: MFD radio controls should have a test function on the NAV radio
  • 2847: PROG page should show MANUAL or MEASURED in title when using the respective FUEL MGMT mode
  • 2858: Update windshield heating auto-checklist to select either LOW or HI before takeoff
  • 2778: Selecting SID/STAR does not narrow down runways
  • 2435: Rudder needs more effectiveness to cope with V1 cut
  • 2872: Make circuit breakers require a long click to pull to help avoid accidentally pulling breakers by randomly misclicking
  • 2885: Show airframe manager when aircraft is repositioned using X-Plane flight setup screen
  • 2898: Refine VOR/DME and DME/DME tuning when in the approach phase
  • 2707: Need to show a magenta “FROM” flag next to the PFD horizontal deviation bar when flying from an FMS waypoint
  • 2902: Refactor RNP APPR and RNP AR APPR determination to follow proper ICAO PBN rules
  • 2908: Adjust electrical loads of components to be slightly more realistic
  • 2910: Refactor NAV-to-NAV transfer to avoid LNAV capture when APPR LOC is armed
  • 2912: Refactor autopilot and IRS code for more stable operation in ATT mode
  • 2914: 10th stage bleed study screen needs to color in the vacuum ejector line using the temperature of the vacuum line
  • 2915: Refactor tooltip system to use cairo rendering and XP11 modern windows for proper scaling
  • 2918: Readjust tire drag down a bit to roll more easily on idle thrust
  • 2944: Hoppie ACARS DEPART CLX system needs to handle clearance confirmation and error messages
  • 2966: Add documentation link to the Study menu
  • 2983: Allow user to specify a custom OCEANIC CLX facility in user settings
  • 2985: Implement engine fuel feed lines as having a volume of fuel for delayed fire shutoff valve reaction
  • 2991: Default the nose door to open on new persistent airframes
  • 2696: During SPS test needle should go past red zone due to rate-advance mechanism
  • 3036: Remove landing data that doesn’t exist in real box and add supplemental data message
  • 3061: Redesign TUNE page parsing to be much more strict
  • 3063: Selecting TO or GA should always activate the TO thrust limit
  • 3117: When an in-flight state is repositioned back to the ground, reset core temps to allow immediate shutdown without core lock

Bugfixes:

  • 861: TUNE page should not allow entry of 4 letter LOC idents
  • 2808: Leftover experimental GS steering code is causing pitch oscillations
  • 2807: Squawk code transmission is broken in ARINC622 format
  • 2806: UM74 and UM75 direct-to interoperability with Hoppie CPDLC broke prior to 1.5 release
  • 2809: Maximum distance for DIS CROSS on FIX INFO should be 500 miles, not 200
  • 2810: Galley normal map has excessive gloss
  • 2811: Crash when airplane is dragged up into the air in turn estimation code
  • 2813: Crash when selecting direct-to the last waypoint on an airway if followed by a discontinuity
  • 2815: NAV radio test wasn’t generating the correct test data out of the NAV-4000 and DME-4000 radios
  • 2817: When an intercept leg his an IF-TF target, it incorrectly marks the intercept leg as virtual, instead of the IF leg
  • 2821: PAX hurry up call option is broken
  • 2802: APU GEN off caused CTD, broke airframe file
  • 2768: Changing NAV SRC while OEI causes CTD
  • 2803: Crash due to dangling airway-to-waypoint mapping table left over after a navigational database swap
  • 2822: MFD Nav Radio Missing Auto Label
  • 2828: Closing a disco in front of a VECTORS transition isn’t generating a TF leg segment properly
  • 2440: When a NAV radio is set to auto tuning, manual tuning via MFD doesn’t work
  • 2801: CTD when using DTO history
  • 2829: ETA column on FPLN PROG MFD DATA page is computed incorrectly on TOD when TOD is on current leg
  • 2830: DIR-TO page isn’t showing required path angle and VS on page 1
  • 2832: Alternate cruise altitude isn’t being used in alternate fuel use calculation
  • 2833: ROSE mode TO-FROM flag should be drawn with a black outline, not black-filled
  • 2834: FPLN sequences prematurely when crossing 180 degrees of longitude
  • 2835: IRS hybrid position solution needs to handle GPS position wrapping
  • 2837: Add Altitude and POSCON to list of supported networks/clients in user settings
  • 2819: CTD crossing 54N040W
  • 2838: Mandatory turn direction can be mishandled by LNAV in certain corner cases
  • 2839: Pilot oxygen mask blockage failure condition inverted, resulting in zero oxygen consumption
  • 2841: Limit CPC auto valve rate to prevent oscillations when high cabin altitude condition is encountered
  • 2840: Implement explicit versioning of serialized data sets to avoid persistent breakage of state files
  • 2842: Entering a single-digit or two-digit radio frequency should tune the matching frequency preset slot
  • 2843: Entering more than an 8-character frequency slot name in TUNE page crashes
  • 2844: Moving VS/Pitch wheel should revert to Pitch mode unless the active vertical mode is VS or GS capture
  • 2846: TO and GA vertical modes should be cleared by AP engagement or pushing the FD SYNC button
  • 2850: Rounding of coordinates can cause a copy-back of 60 minutes out of a fix definition
  • 2851: Geographic coordinate entry must allow entering 180 degrees of longitude
  • 2852: When going direct-to the first waypoint on an airway, the direct-to path construction goes haywire
  • 2854: Don’t allow editing VNAV data on FA legs
  • 2855: Inserting PDW at end of FPLN while in the air causes the FPLN to go direct-to the PDW instead
  • 2857: Using FLEX takeoff results in spurious VSPEEDS DESELECTED when changing altitude in flight
  • 2859: Update 3rd party docs to latest state
  • 2861: Always clamp FD pitch command to allowable range
  • 2862: Don’t do terrain auto-popup on the PFD during a TAWS test, only during a genuine TAWS caution or warning
  • 2863: When a CPDLC direct-to targets a navaid or airport as a FIXNAME, INSERT MOD into the FPLN fails
  • 2864: When an FC leg occurs on a 5-character waypoint, the length field gets truncated to show only the leading zero
  • 2556: Clock Local time is non-functional
  • 2875: Pitch servo mistuning during G/S approaches was causing divergent oscillation at lower framerate
  • 2876: Missing altitude in POSITION REPORT message human-readable format just before the “NEXT” word
  • 2878: RNP approach handling without GNSS is producing spurious FMS messages
  • 2879: Hoppie CPDLC interface needs to support climb and descent rate messages
  • 2882: Boost pump INOP light and CAS messages should come on when on ground and the pump switch deselected
  • 2883: Don’t post ATS FAIL when no ATS mode is active and T/Rs are selected
  • 2877: Secondary motive flow supply line occurs after the main ejector check valve, not before it
  • 2884: Don’t compute CLB, CRZ and MCT N1 targets when engine bleeds are off
  • 2881: BACK ON ROUTE triggering too early, while still very far cross-track
  • 2880: Waypoint ETA time computation unstable due to floating point rounding
  • 2886: libcpdlc – deleted some dead code from ARINC 622 refactor
  • 2887: libcpdlc – POS REPORT FANS page isn’t automatically picking up FMS-supplied waypoint name data
  • 2888: libcpdlc – altitude and speed display is doing incorrect rounding
  • 2889: IRS study window wind component needs to be reversed and have proper alignment and units displayed
  • 2890: TOC data shouldn’t show on VNAV window
  • 2891: TOD shouldn’t show on VNAV window unless we’re close to it
  • 2893: Don’t show TOC and TOD lines on FPLN PROG MFD DATA page when they’re no longer relevant vertically
  • 2894: Don’t produce a vertical track alert when we’re already below the TOD
  • 2897: NRST APTS map symbols on AFDs need to respect the minimum runway length limit set in DEFAULTS
  • 2900: Spurious APPR NOT AVAILABLE when an approach is marked for RNAV-any-sensor even though IRS is available
  • 2901: Don’t flash waypoint name on PFD when approaching it if FPLN sequencing is inhibited
  • 2904: THRUST LIMIT page should show VERC label, not VFTO, during single-engine enroute climb or driftdown
  • 2907: LPV approaches flown as RNP aren’t bringing up the RNP ARM and RNP APPR messages
  • 2913: Procedures with legs whose course is referenced to a LOC or ILS emitter’s magvar are having the airport’s magvar applied instead
  • 2903: Non-applicable “Sit in Seat” menu items will now be disabled based on user location
  • 2916: Add animation datarefs for ADG
  • 2917: ADG drop at high speed stalls the turbine blades and doesn’t come up to full speed
  • 2920: Rename CL650/adg/phi dataref to CL650/adg/pitch
  • 2922: Reacquisition of nav radio corrections after long period of no corrections doesn’t wash out accumulated variance quickly enough
  • 2923: FMS-FMS DISAGREE message mustn’t compare the position of the non-active FMS
  • 2921: FPLN with DEST only crashes when a departure runway is selected from arrival airport while on the ground
  • 2924: LOC and VOR steering is too lethargic at larger distances
  • 2925: Don’t drop EPU when doing navaid retuning
  • 2926: New tooltip system needs support for custom fonts with unicode characters
  • 2928: Don’t dump TACAN-colocated DMEs from the radio simulation
  • 2929: Entering PAX/WT in one go doesn’t correct convert LBS passenger weights, resulting in spurious INVALID ENTRY
  • 2932: TERM WX VIEW page has carets on the wrong side when available airports overflow to the right-hand side
  • 2933: Vertical prediction gives incorrect climb path for simple flight plan
  • 2936: PL21 FMS FPL test program doesn’t resolve airport and runway arguments to the “pos” command correctly
  • 2937: Move climb mode variable into tighter scope in solve_vnav_clb_misap
  • 2938: Don’t hard-assert that we need elevation in FPL path solver
  • 2939: Automatic VOR/DME updating facility shouldn’t try to tune in TACANs
  • 2941: Don’t attempt radio corrections if the station is more than 45 degrees slant angle
  • 2942: Don’t post FMS DR and LOW POSITION ACCURACY messages when on the ground
  • 2943: Radio correction distance misestimation due to altimetry errors and slant angle needs to be taken into account
  • 2945: Manually setting position on the ground should set all FMCs at the same time
  • 2946: In certain cases, going direct-to can cause the VNAV to enter descent mode prematurely
  • 2947: When shortening procedures, update the TO side of the procedure line to reflect the new termination waypoint
  • 2948: Doing a vertical direct-to to a CF leg that is also a lateral direct-to results in incorrect VDEV computation
  • 2949: Disable IRS soft realign in preflight phase to avoid generating bogus alignments if the airplane starts moving
  • 2950: Add extra FSCU table data for estimating very low AUX tank levels and aircraft is in an on-ground attitude
  • 2951: Desensitize amber GNSS NOT AVAILABLE message so it doesn’t always come up on the ground when powering up
  • 2957: Creating or deleting custom states doesn’t immediately sync the airframe database to persistent storage
  • 2958: HUD rendering isn’t stopping when the HUD combiner is stowed
  • 2960: Refueling on uneven terrain can fail to hit the HL switch on the higher wing
  • 2962: Add special case for abbreviated 833 frequency entry for 16xxx to 19xxx
  • 2964: Reduced half bank isn’t being used when it should
  • 2961: Restore XP squawk code datarefs explicitly during a state restore
  • 2968: ATS PIDs need to be reloaded from master config even on a state reload so we don’t keep reusing old PID params
  • 2970: Relax FPL deserialization when loading persistent disk FPLs in case the NAV DB has been changed or corrupted
  • 2972: Optimize ARINC 429 code to avoid using avl_walk wherever possible
  • 2973: Expose runpool profiling datarefs in non-debug builds
  • 2974: Don’t redraw cabin info screen when camera is far away from the airplane
  • 2845: Chart zoom commands’ description is backwards
  • 2980: Optimize PFD ADI drawing by removing explicit black outlining of certain text elements that aren’t outlined on the real avionics
  • 2979: EPU shouldn’t be being drawn on compressed PFD
  • 2978: Bearing display on compressed PFD doesn’t fit vertically into the PFD
  • 2981: Reduce Hoppie polling interval to 1 minute
  • 2982: When DTG is unavailable on PFD, show it as 4 dashes, not dash-period-dash
  • 2986: Show white NO APPR if a loc-check occurs during NAV-to-NAV setup
  • 2997: Backup low speed cue in absence of Aux AOA signal should show enhanced red band instead of plain solid
  • 3001: Refine autopilot pitch steering to get rid of “shaking” of yoke when AP is making large inputs
  • 3005: LNV steering mode is prone to some oscillation at higher speed
  • 3007: Bleed flow system mis-accounts bleed mass-flow demands, resulting in too high running ITTs
  • 3011: Don’t compute a TO N1 limit with 10th stage bleeds and anti-ice selected on
  • 3008: Automatically check the respective minimums box when the DCP DATA knob is spun while setting REFS
  • 3012: When baro minimums are selected, ALT SEL should snap to the baro mins value when rolled through it
  • 3018: Update GPS Almanac URLs to new ones
  • 3025: Implement variable rate trim commands from FCC as they should be PWM, not constant
  • 3033: Extended no-manip section of cabin and fuselage to avoid clicking through to outside manipulators
  • 3027: Pin missing on Nose Gear torque links (scissor links)
  • 3030: Autopilot should be available when on EMER POWER ONLY
  • 3021: Flying the KLEW ILS 04 from ENE w/HILPT causes a CTD when turning inbound
  • 3029: At airport 3J7, the fueler is asking for liters when it should be asking for gallons
  • 3037: Reduce min volts for most avionics modules to avoid a reset during a hard generator under-power trip
  • 3042: VNAV direct-to shouldn’t clear constraint class on intermediate legs if there is still a speed constraint on the leg
  • 3043: VNAV phase can revert to CLB if TOD is constructed based off a descent constraint on an enroute leg
  • 3045: “Requires Better Pushback” note on handling request form is misplaced vertically
  • 3047: Hoppie “””CPDLC””” likes to send lowercase in messages, so auto-uppercase everything
  • 3048: Don’t round BOW and AVG PASS WT values in defaults
  • 3050: When left collector is nearly empty, ejector pump incorrectly over-calculates delivery pressure, causing APU cutout
  • 3051: Arc legs can turn the wrong way if the aircraft intercepts at a steep angle and is outside of the arc start/end radial
  • 3055: Entering wind component on TAKEOFF REF or APPROACH REF shouldn’t zero the value if no H/T/P/M is given
  • 3056: Permit fly-by of fix terminations if followed by intercept legs which would trigger before the fix termination
  • 3057: Distance and radial terminated legs need to allow for fly-by unless explicitly tagged as overfly
  • 3062: Don’t allow fuel truck hookup with beacon light on
  • 3064: Refine steering around tight arcs for RNP-AR approaches
  • 3039: GPS doesn’t correctly compensate for time-acceleration on velocity trends
  • 3066: When an intercept leg overshoots an arc due to turn radii, prevent an intercept from happening on the far side of the arc
  • 3067: Don’t do direct-to joins on the next leg when a DF is followed by a TF
  • 3072: Need support for RF legs with more than 270 degrees of arc
  • 3071: LNAV should use rough altitude estimation to correct groundspeed and do turn prediction further down the FPL
  • 3070: V-MDA PATH guidance isn’t aiming at the runway or airport, but instead at the MAP
  • 3073: AC ELEC page line from APU gen to APU data box should be filled green when APU gen is available and selected on
  • 3074: Use previous pass VNAV altitudes for turn estimation during the LNAV construction pass
  • 2190: Don’t allow entering 3-digit abbreviated frequencies into COM tuning field
  • 3076: Show INVALID CHANNEL instead of INVALID FREQUENCY on incorrect channel entry into COM tuning fields
  • 3079: Vatsim “””CPDLC””” sometimes uses CONTACT messages with reversed arguments
  • 3078: SBAS integrity check should only be performed in LPV approach mode or on approaches where SBAS is mandatory
  • 3082: Redesign VNAV phase determination to be much simpler and more reliable
  • 3083: FMC2 checks the wrong GNSS side for disable status before using it
  • 3085: VNAV SETUP transition alt/level entries should reflect the same value as used for the FL ALERT
  • 3087: Hoppie “””CPDLC””” messages can sometimes include a trailing ” FT” part in altitude arguments
  • 3089: Add additional detection of Hoppie logon rejections
  • 3090: Reduce the engine vertical cant slightly to line up closer to technical docs
  • 3093: AFD heading and engine data isn’t being properly cleared out when the system is powered off
  • 3094: Disabling FD should disable VNAV mode
  • 3096: Need to handle Hoppie “MESSAGE NOT SUPPORTED BY THIS ATS UNIT” message
  • 3099: Performing T/R check on the ground shouldn’t cause the ATS to go FAIL, and only DISENG’D if active
  • 3098: Deselecting TO mode on the ground should kill N1 TO ATS arming
  • 3101: When ATS disengages automatically in landing mode, don’t flash amber DISENG’D on the MSD
  • 3104: Reduced bank angle heading control is unstable
  • 3108: Refine GP mode steering when large trim changes are required due to flaps deployment and speed changes
  • 3109: Don’t attempt to process gear-related CAS messages from bad data when both PSEUs fail
  • 3110: Parking brake config warning must come on when in the air or PSEU is failed
  • 3106: ATS MSD should go blank after 7 seconds of SERVOTST
  • 3112: Prevent removing a ground pin when the PSEU is attempting to move the corresponding actuator
  • 3115: Refactor final VNAV path construction to start at the runway, not the FAF, except in case of V-MDA approaches
  • 3122: Fix gap between top edge of overhead base and ceiling
  • 3123: Arrivals with STAR terminating in vectors without a bottom altitude will fail to capture PATH mode
  • 3124: VNAV doesn’t stop on a level segment if the subsequent leg’s altitude constraint is lower
  • 3125: Entering a nonexistent airport into ORIGIN with no flight plan will crash
  • 3126: Implement more route name entry validation
  • 3127: Cruise speed determination is incorrectly converting m/s to knots and resulting in bad estimation when cruising below Mach
  • 3128: Fixed gap between meshes in vertical stabilizer
  • 3032: Fuel cap and forward equipment bay doors are missing lock/unlock decals
  • 3015: 3 screws on radalt antenna on tail of aircraft are doubled-up and z-fighting
  • 3133: Fixed gaps on rough section of power lever handles Normal Map.
  • 3132: Don’t allow loading pilot route directly into ACT FPLN while in the air
  • 3134: If FMC groundspeed is momentarily invalid, it can cause FMC3 to crash
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Chris
Chris
5 Monate zuvor

Leute, das Flugzeug ist weit entfernt von verbuggt. Das ist nur Produktpflege und Liebe zum Detail in der allerhöchsten Stufe! Dieses Flugzeug ist eine echte Erfahrung und was ‘Immersion’ angeht einzigartig. Wer eine komplexe Systemtiefe liebt, sollte sich dieses Flugzeug meiner Meinung nach nicht entgehen lassen.

RandyESB25 D
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RandyESB25
5 Monate zuvor

Jetzt bitte noch für den MSFS, danke 🙂

Patrick Claussnitzer
Patrick Claussnitzer
5 Monate zuvor

Mir erschien die Challenger zu kompliziert als AddOn und Flieger. Habe mich daher gegen einen Kauf entschieden. Beim Lesen der Patchnotes stelle ich fest, dass der Flieger entweder übelst verbuggt gewesen sein muss, oder dass die Komplexität meine “Befürchtungen” noch übersteigt.
Ich finde es jedoch super, dass Hotstart weiter dran arbeitet 🙂

Lothar
Lothar
5 Monate zuvor

Das Flugzeug ist relativ einfach zu fliegen. Im Grunde reicht es zur Einarbeitung sich ein Video von bekannten Streamern anzusehen. Auch mit Simbrief import. Eine sehr hohe Systemtiefe muss nicht immer kompliziert sein.
Wer die CRJ kennt, hat es noch einfacher.

CarstenS.
CarstenS.
5 Monate zuvor

mein erster gedanke: Muss ja ganz schön verbugt gewesen sein? 😉

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