CaptWalden

Hello all, I went looking on the forums to see if there was a dedicated thread for streamers (search button didn't show anything), and I don t want to appear to be spammy. Been into simulators for a while, and I currently fly in the real world. I have gotten my twitch stream up and running, and currently have been focusing on the airliner side of the house rather than anything else, but will eventually branch out into different platforms. Not sure how many of you would want to watch, but so far the feedback has been positive, overwhelming, and well received. Looking to grow and morph the channel to help more sim enthuasists like yourselves out. Feel free to follow here: https://twitch.tv/mcrntachi And would love your opinions, questions, or features you would love to see. Admins: if this is posted in the wrong spot, please let me know! Hoping this is ok here (I have been a long term lurker on the Avsim forums but don't really say much).

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

Well, that just boils down to priorities. Why accomplish just one task when you can do both? In all seriousness-being a BETA tester involves quite a bit. First off, do you know the different type of approaches, what is applicable to the aircraft, and if the aircraft is capable of flying the specific approach? Secondly, do you have enough expierence either real world or in the sim world (there is a difference, some people can t grasp that) to be able to recognize appropriate flight behavior, upsets, how to handle emergencies, contact air traffic control, etc? Like I know where a lot of the youngsters are going with this- I d love to get a long TransLANT 777 flight up in the air, and do my homework while I am flying...truth is-if there is a failures system implemented, you might have to go through each and every single possible one to see how it effects the aircraft. I am not sure how PMDG does it, but I am fairly positive that if they were able to create their MX system with the NGX, subsequent releases within the PMDG aircraft line would be along the same architecture and failure system. So in essence, no you would not be able to BETA test by just doing homework, and only flying it for the take off and approach, and then report back ITS GOOD! When you might have had your ED Hydraulic pump go out...and you wouldn t have even noticed... Lot goes into it guys, and if you do get an offer from PMDG consider yourselves lucky...it would be a crowning achievement to your simming expierence to have the know how to fly for these guys.

Arizona has no such thing as a sub zero bar. However, the electrical bills are astronomical out here...I think ours for a 1400 Sq ft house is about 120-130 a month during the peak months, I can only imagine that a sub zero bar would be something in the thousands.

Check and see what the active leg is on the FMC. Either that, or your procedure files have said vector and you have failed to connect the two, and have just flown off the vector rather than to the point. For example, the CHINS7 Arrival into SEA will take you to an intersection named AUBRN, where you will either fly 340 or 160 to bring you south or north of the Seattle airport. In the NGX, if you aren t making an active leg or flying vectors to said leg, you will just fly on the last vector assigned, and it will cause your FMC to say not on intercept heading. You don t want any offset, you want your heading on the MCP to make a straight line as possible to your intended waypoint. The LNAV mode will be in standby while the HDG mode is engaged, and once the aircraft picks up on the LNAV track, it will then swap over and you can continue on. Easiest way to do it if you absolutely have to. Eliminate the little elevation waypoint on the procedure files, make a heading directly to your first waypoint intersection, and fly it from there.

Its not necessarily the aircraft Gulfstream is worried about, its their windows. I was in the hot seat when ESDG was attempting to do a GV.

Check your packs/pressurization as well...zone alarms, sounds like an ECS/pressurization issue. If your landing and field elevations aren t set prior to take off, or the pressurization is offset, then it will cause the klaxon. Which horn is it?

Nothing to do with the NGX buddy. That is your simulator or your controls. Check it with other aircraft and see if something is binded to your throttle. I have the Logitech G940, and it is a dual throttle set up. Check your axis' set ups and see what is set to what.

Concur on the statements made about having patience and the tediacy of beta /alpha testing. Its super nasty-you might get the first release with an installer, and it wont even work! Then you have to sort through that. It becomes a process and you will start to develop the chain of working solutions. I have a technical know how from working on the Apache attack helicopter. I have also almost finished two complete betas, first one was the ESDG Cessna Citation X 2.0, and now working with Majestic to finish their Q400 (only got on that one because their engines are very similar to the T700 engines on the AH-64D). Once they are done, its off the BETA boat for a while and wait for the next developer to come up with something and attempt to get on with them. But its not all that glamorous. One thing that many people over look is actually putting the aircraft in situations where the user might find themselves, ie, using them with FSInn and SB4. Not the most streamlined or efficient softwares, but I do know that I get app hangs every once and a while with the NGX. I have done a certain solution and it works every time now, but it probably took a good 50 flights to finally get it figured out. Best thing for you to do-buy yourself some of the actual real world flight training books, and learn your VFR/IFR principles to a T. Learn, re learn, and apply. Because I garuntee if you get asked to fly a DME ARC approach and can t perform, you are going to feel like an idiot. This is just my .02, good luck to you if you can get on board.

Can provide the inside scoop at on the Challenger 600/ or Global Express 5000 series at Bombardier s plant here in Tucson. Thats for the higher ups though.

Sounds like a VNAV issue. Check your VNAV profiles prior to entering the descent. I have never seen the throttles go below 60% during a decel, and that probably has a lot to do with how thin the air is up on high.