CaptWalden

With that being said can I get the mods to edit the email accordingly? Thanks.

Gentlemen, The crash issues are because the aircraft is not being prepped or configured correctly. The FMS is the core of the aircraft as far as in flight movement and navigation, and as such is probably the hardest thing to code besides the PFD/ND s and the engine dynamics. With that being said, if it is NOT configured exactly how the manual I wrote, which was how Ed made it to be programmed, which was from the real world Citation as well as the POH, then you are going to have issues. It will crash every single time. Another common problem is inserting a step climb on a flight that does not require it, if the flight is under a certain mileage, I believe its less than 1000, then no step climb is required because your gross weight and aircraft performance will be sufficient enough to get you to the optimal altitude fast enough to eliminate the need for a step climb. That is a common issue to begin with. Other nuances though, could be with other add on s that you have installed, and with the sheer size, scope, and complexity of the add ons these days, the X cannot be expected to perform hassle free with every single one. I ve seen plenty of add on compatibility issues with numerous other developers, and yes it is frustrating. I just had to completely reformat, clean, and reinstall Windows and FSX to a point where I could run the FSDT add ons. It sucks but it will happen. However, in the 4 years that I have been owning and operating the Citation X, I have had ZERO CTD s attributed to anything Eaglesoft related. If you feel that the aircraft is causing CTDs, then I suggest you buy the manual that was linked to this article and see if your CTD s dont improve or go away entirely. I am available for troubleshooting and support at the ESDG forums for aircraft operations and flying, anything manual related as far as LROPS can be sent to my personal email at capt.walden *at* gmail *dot* com

Gentlemen just to throw a lid on this thread, I am the creator and author of the Citation X 2.0 manual. I had the distinct honor and pleasure, and if fortune continues to look my way, many more opportunities to work side by side with Ed Wilson on the CitationX. I could sit here for hours listing the amount of time and fixes we had to complete before it was just so. With that being said, Ed fight the good fight. You re a fantastic programmer and don't the naysayers get you down. Secondly I own the type rating course from Flight Safety on the Citation X split bus models, which this aircraft was built on. If I can utilize the manuals, the POH and the checklists from FlightSafety with this aircraft, then I can say hands down it is the BEST biz jet available on the market, by a long shot. The depth, immersion and simulation of this aircraft is amazing, and 3.0 will definitely raise ESDG amongst the greats. Before you call me a ######, please realize that I do not get compensated any way shape or form by ESDG. It was just a hobby and the desire to make it perfect. For those of you that have purchased the manual thanks....I have not received any proceeds for that book in two years, but the satisfaction that you are gaining knowledge and learning about this great bird is more than enough for me. Please continue to use it accordingly. Lastly- stay tuned as I intend to work more closely with Eaglesoft. I will let Ron do the promotions but I hope you enjoy the coming future. Sent from my iPad using Tapatalk

Double check your pitot static system as well. Chances are if there is wrong or erroneous indications on the PFD, then its possible you have a pitot system failure or blockage.

I think what he is referring to are the derated arc limitations. For example, when calculating the derates, you entered that in the N1 page, and then into the take off page, the carats will adjust accordingly for the necessary take off power as well as give you a number above the actual indicators (94.6%) . I think that was what he was asking about. As far as I know, the OAT/Perf pages and take off pages have to be completed and initialized in order for it to show on the EICAS.

That s some serious legal problems as well for the individual that posted it and where they sourced it from. Unfortunately-a lot of aircraft QRG, POMs, and other materials are non disclosable and FOUO (For Official Use Only). In doing so, they create a firestorm of investigators that will find out where the source is from, who obtained access to it and then uploaded said information on the web. Big big NO NO NO on not only Avsim, but real world as well.

As far as I realized through our development on the Citation X at ESDG-the weather programs for FSX, even the WX generators such as Active Sky etc, cannot accurately reproduce the weather in such a manner that a Doppler type radar inside the aircraft or ADS-B could show anything reasonable. Its just for effects and not for realism, because it does NOT accurately work. I personally believe that is why the WX radar was left out of the NGX and subsequently out of newer releases, but I cannot speak for PMDG.

Mr Randazzo, With the aforementioned CMS/AIMS working in either I assume some hidden feature or FMS, will the bird be able to simulate MEL deferments and such as well? And is the failures/MX system modelled similarly or differently than the NGX? I am hoping that you took it, built on it, then exploded it with awesome. Thanks

Yet you have the 777 as your avatar? How does that work?! Just kidding-yes I am looking forward to the release of the 744 V2 as well, our cargo VA utilizes the MD-11 and 744 currently, and we have the 777 in the mix as soon as PMDG kicks theirs loose...we are definitely ready for it. Both of them.

I can find out from Oleksiy what he plans to do, right now we are doing everything we can in order to make sure the release goes well and that any post production issues are ironed out.

This is a calibration issue within FSX, not the NGX. If you set your brakes on the FSX control sensitivity, I think you bring your null zone to just under the N in the word zone, and then the next set of sliders to 100 %, and it should correct the issue.

Usually, since the APU gets started just prior to push, I turn my Beacon on right after I hit the APU start sequence.

Not sure if they were completely cutting her up or sealing her intakes and fuel tanks for storage. They weren t tearing her apart but she wasnt going back into the air anytime soon.

Robert, I will give you this- the NGX MX system was phenomonal. Was the operating window of the 250 hours based on real world FAA MRB documents or was that just an interval you guys came up with because its more in line within the cycles/hourly flight times of simmers? IE-the MRB intervals on the 767 are something along the lines of X amount of cycles, 2000 hours, or 180 calender days based on wear/tear. I was wondering where you guys came up with that. Currently as part of my duties with the Army I am doing OJT for the A/P license. I work less than a half mile down the road from Marana Aerospace Solutions, which takes aircraft that are heavily used in mainlines and then brought to MZJ for scrapping and parts salvage. Quite an interesting operation, past few months have seen a few A330s, a B777, and they are currently taking down 1 747-200 and three 744s, 1 from Korean Air and 2 from Lufthansa (no doubt replaced by their A380s). Since I have every Monday off, I am going to attempt to see if I can do some more OJT with them, and get some time on the heavies. Its quite interesting trying to see the interface between pilot and mechanic, the two are basically interdependent of one another. I am curious to see how you plan to do with the 777/744 2.0. Thanks