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View File Hot Start Challenger 650 NetJets Livery This repaint is made for the payware Challenger 650 by Hotstart. This paint was taken from a variety of close-up photos of the aircraft. Installation: To install, just extract the liveries file to: .......\X-Plane 11\Aircraft\X-Aviation\CL650\liveries Optional if you want netjets specific extra's extract plugins folder content to: (WARNING IT WILL AFFECT ALL LIVERIES, BACKUP THE FOLDER OTHERWISE A FRESH REINSTALL WILL BE NEEDED TO REVERT) .......\X-Plane 11\Aircraft\X-Aviation\CL650\plugins Start the simulator and enjoy!! Side notes: If you have any issues missing the QS, on the FMS on the Tuning page 2 you can add the QS in Flight-ID If you want to use aspects of the livery in your paints you must credit this one or myself & John if your will be publicly downloaded. If you like the livery, feel free to leave some feedback and if you spot any errors, please do point them out! Matteo & John Submitter pilot_matt Submitted 01/11/2022 Category Hot Start Challenger 650 Livery For https://www.x-aviation.com/catalog/product_info.php/take-command-hot-start-challenger-650-p-212?osCsid=redmukm7he79lo2ou63juv11s1  

Note: this is already integrated directly on Simbrief (see above) so the link below now only exists as a backup. LINK HERE Note: aircraft name is clipped to 12 characters for custom airframes, sadly (limit does not apply to default profiles). Fixed by SimBrief Based on the already-accurate default CL60, with the following adjustments: equipment codes and extra flight plan remarks kindly provided by Graeme_77 here: OEW/BOW updated to match the Hot Start airframe without passengers (12,315 -> 12,556kg, includes two pilots) passenger weights updated to somewhat more closely match the randomized weights as simulated, going with 74+15kg so you can still carry 5 passengers+luggage and full fuel at MTOW if you are flying Kim Dotcom around (supposedly ~141kg or thereabouts), sorry, you will have to make adjustments, or just count him as two passengers see below for more information: Don't forget to add extra crew (anything above the two included in OEW) as passengers when planning your flight! Cheers, Tim

I'm hoping to have it out by midnight Friday 14th GMT+10. This will give everyone a weekend update and hopefully "peak enjoyment".

Might want to think about replacing or re-charging the cockpit fire extinguisher. No-go item

Please do not redistribute our cockpit object file, or any other files in the CL650. The obj files undergo constant changes through updates. Please, just post the self made vrconfig file, with instructions on how to implement it. I don't have any issues about vrconfig files being created, as long as there is a disclaimer stating that the file is not officially supported by X-Aviation, Hot Start or LES. If you want to modify the cockpit object file, please contact me directly, either though these forums or on discord, and I'm happy to work with you to help create one. If I have it in my blend file, I can export it with each update, so your one doesn't get overwritten. The very first update will have major changes to the cockpit object file.

Hello, Thank you for bringing this to our attention. I have reproduced this behaviour on my system and will log for fixing. Kind regards,

Nose wheel steering only controls the nose wheel up to 55 degrees of deflection. When steering is not engaged, the nose wheel can castor up to 99 degrees each side. If the nose wheel is deflected further when the “NOSE STEER” switch is set to ARM, it will not engage and the CAS will display an amber “STEERING INOP” message. In order to recover nose wheel steering, the nose wheel must first be brought back within 55 degree deflection. This can be achieved by taxiing forward a bit. Steering can then be engage by cycling the NOSE STEER switch to the OFF position, then back into the ARM position.

Doesn't look like there is one yet. Use case: programmatically bind joystick hat switch to trims (seated) or walking mode movements (when walking). Right now I'll probably try to go with a condition where trim is operative vs. not, but the requested dataref would make this easier maybe? Regards, Tim

As promised (in case anyone still cares), here's links to the profiles I developed while beta testing this aircraft. These were my personal choices, and you're free to do with them what you will. For example, I really only use Xsaitekpanels for the radio panel and the trim wheel on the multi panel, everything else is on the Bravo. Edit 2022-01-21: I’ve added the AP buttons (not lights!) to the Xsaitekpanels by request. Edit 2022-01-22: Added AP lights and knobs to Xsaitekpanels. Displays are not possible at this time. https://github.com/pilsnerish/Xsaitekpanels-Configurations/blob/main/CL650_xsaitekpanels.ini https://github.com/pilsnerish/Honeycomb-Profiles/blob/main/CL-650.json However, I suggest referring to the following thread for a much more complete Honeycomb profile kindly provided by @Goodfixins.

A few pilots are having issues with AUX TANK HEAVY messages. This is totally understandable as (A) we didn't tell you how to work the refuelling system and (B) Good grief - never let a pilot near a refuelling truck! The docs will be reviewed to see if something better can be written, in the mean time... Refuelling - Easy Method Tell the fueller how much fuel you want. He's going to say "I'll start up the pumps". Wait for him to go downstairs, then only switch the L WING and R WING shut off valve (SOV) on. Check the OP lights (OPen) indicate. The fuel values are pressure operated, no refuel pump pressure, no valves open. The open setting on the switch can also "time out" and the valves won't open even when pressure is applied, so watch the panel until the valves indicate open. The wing tanks will fill, the HL (high level = full) lights will indicate and the fueller will tell you he's done. If you don't have enough fuel, tell him to keep pumping, and this time open the TAIL and AUX valves together (always together - note the white line on the panel between TAIL---AUX indicating they work together. Again, watch the panel until the valves indicate OP. If you don't have all the open lights on, the fuel balance between aux and tail will be incorrect. When the fueller finishes this time and you have enough fuel, close the SOVs and switch the fuel switch off. You cannot defuel in the simulation, it's virtually impossible in the real world outside of maintenance operations. If you want to help the fueller out, you can work the pump yourself using the menu Challenger 650 \ Ground Services \ Refuel \ Refuel Truck. It's fairly simple, like a fancy gas pump! The pump symbol at the top left of the display indicates the pump is running. Start and Finish are the only buttons you need for basic operation. But I've still got AUX TANK HEAVY when refuelling on the ground! Did you land or start refuelling with a significant amount of fuel in the aux tank? You may need to balance the aux and tail fuel when refuelling to keep the aircraft in trim. To do this, ask the fueler to start the pump, on the refuelling panel switch only the TAIL SOV to open and then press and hold the override button. With this button you have great power, but also great responsibility - be very careful! Refuel with the override button pressed until the AUX TANK HEAVY message disappears, then resume normal fuelling if required.

The Challenger 650 does not have FADEC, but there are engine controls and mechanical systems in place that affect how your lever position controls the engine. The most common issue seen reported with the simulation is the engines are not making "full power", or rather not achieving the rating on the N1 EICAS display. The reason for this is the engine has an N2 limit which varies based on total air temperature, which depends on aircraft speed and temperature. The TAT is shown on the PFD left side datablock, Don't climb at too low an indicated airspeed or mach, and keep an eye on the TAT. This chart shows what's going on, and will also included in the Operations Reference Document when possible. Keep i mind the chart shows Corrected N2, but gives you an idea of what is actually going on.

Whilst shutting down this evening, the First Officer was diligently reading the checklist aloud and I was completing the required items. At the point in time where the APU generator was turned off and the aircraft was running only on battery power, the First Officer just... Stopped. Whilst I understand that the checklist was displayed on the FOs MFD and that this is unpowered from the battery, it seems a but abrupt that the FO would just 'stop'. Surely he would have a paper copy of the checklist for the remaining items..?

I'm sure this is because I don't understand something! Was flying EGBB > EGPB, FL270. Selected ILS27 as approach whilst on ground at Birmingham. During the cruise, looking at the EGPB approach charts, I decided to add a hold at SUM at the end of the route before the CI27 from the start of the approach sequence. I wanted the aircraft to calculate a TOD to get me to SUM at 5000' so I put 5000A in the scratchpad and added it to both SUM and the hold at SUM. I expected that the MFD VNAV window would therefore show me SUM as it was the next waypoint in the flight plan that contained a altitude restriction, but it seemed to only want to show me what it had shown originally which was the FF27 altitude of 2100'. As I passed KOKAL I did get a magenta 5000 in the PFD so I set 5000 in the MCP and made sure VNAV was armed. Got a TOD chime and a magenta diamond on the glidepath indicator showing that the desired path was above me - however the diamond never descended and then I noticed the green TOD marker was behind me on the map so I went manual at that point and VS'd myself down. All a bit of a mess - where did I go wrong?

With the help of severniae, the VR config file has been modified to allow for better VR manipulation of switches, knobs and a few additional hot spots. I have attached the updated VR config file to drop into your CL650 aircraft folder. Should you want to have the pressure manual alt 3 way switch to work properly in VR (overhead panel top right of the aircraft red switch), You will need to go into the Cockpit OBJ file and change the following. locate the similar text and replace it with the one provided here. (The x/y/z was changed a bit to allow for the proper manipulation) ATTR_manip_command_axis hand 0 -0.050000001 0 CL650/overhead/press/man/alt_up CL650/overhead/press/man/alt_down Manual Altitude Select. If you don't do this, you will get a VR config file error, but it won't impact anything. You can just click understood and keep it moving. Please note the DISCLAIMER, the file is not officially supported by X-Aviation, Hot Start or LES CL650_vrconfig.txt

Know your all focusing on the CL650, but just want to confirm that Navigraph will be in the TBM900 soon? I.e still on the roadmap for updates. Just bought the TBM today and was a bit surprised that Navigraph was not supported on the MFD. (My bad really for not researching it)

Hello, This is a known issue and is slated for fix. Thanks

She is not present in the product. We just can't get over how bad people look in X-Plane, and until the following are supported it probably won't happen: 1) deformable meshes 2) skeletal animation 3) subsurface scattering

Yes. That's how it happened on the TBM too. The community helped Goran and Toto a lot.

I am definitely not an expert, but I think hitting FLC will tell the plane to descend immediately. When I setup for VNAV, I simply set the desired altitude that I want to descend to (the plane will honour restrictions, so I usually set it to the base altitude on the final approach if I am offline), leave everything else alone (plane is usually LNAV1, ALTS or similar with ATS on and VANV button activated) and one the plane hits TOD, it begins to descend. Very similar to the 737 behaviour in my experience. Again, I think the FLC will cause it to descend to the dialed-in ALT immediately.

Hi Ed! Thanks for the report. I believe your issue was that you entered "5000A" -- "at or above 5000ft". Therefore, the VNAV solver starts at your most restrictive constraint (the @2100ft one for CF27), then projects the 3° profile back. 5000A doesn't require the solver to put you at 5000ft, but anywhere above that, so it won't show in the VNAV window, because VNAV is not aiming for 5000ft, just checking that whatever profile it comes up with passes SUM above 5000ft. If you want to make sure that VNAV gets to SUM at 5000ft, you can just enter "5000" as the constraint, and once you do so it will show up in the VNAV window. I hope that makes sense!

You are in SPEED mode which is indicated by the blue marker on the speed tape and SPEED in the ATS display, it’s also only set to 127knots. The ATS display should show N1-TO if you were in the correct mode. edit I’m too slow too lol

The issue here is the ATS system is in speed mode, and the target speed is 127 kts, so it has made a power reduction. Being aware of the flight mode annunciators or “FMAs” is key to flying a complex aircraft. It doesn’t matter what buttons are pressed on the panel, only the modes showing in the FMA strip and ATS panel. In this case you can see LNV1 and PITCH, with ALTS armed and ATS SPEED. The reason this particular issue has occurred is with LNV1 armed before takeoff, at 400ft the aircraft swaps from TO/TO to LNV1 and PTCH, but the vertical change from TO to PTCH results in a more subtle change on the ATS panel from “N1 TO” to “SPEED”, when the adjusts the thrust to follow the speed target. It’s more obvious in a real jet where the thrust levers move, but Airbus pilots with detent levers are conditioned to be aware of that thrust mode annunciator at all times, it’s the only proper way to tell what the automation is trying to do, so very similar to sim hardware in that regard. For takeoff we recommend speed be selected to 200 kts, or the departure speed limit if more limiting. Keep an eye on the ATS panel and you’ll see it swap to N1 mode when using TO or FLC, and SPEED mode when using VS, PTCH or ALT.

How do you start the TCAS test? Thanks!

Hi Coop. Great, that worked. Much appreciated. Cheers

With respect to audio I am seeing a special thing with the CL650 as well. Often (not always) when I load a saved state volume is at zero, when bringing it back to higher volume all is fine. This only happens with the CL.

Wonder if the one they modelled it after was also bad, hopefully not on the actual aircraft haha

Thanks. I think there’s a piece of the puzzle missing because I set up this curve like yours, tested it in the default 737 while watching datarefs you mentioned and it worked, however the same dataref changes didn’t happen in the 650. Hopefully there’s some obvious switch in Plane Maker that they can find.

After some consideration, and after reading your post, I’ve decided to allow it. Feel free to edit your post and re-attach the file. But please add a disclaimer that we don’t officially support it for now. For more permanent changes, please get in touch with me so we can collaborate.

When I hear the gong for TOD, usually 1 minute out, I simply activate VNAV, FLC, and set the Altitude to the base of the descent (where the approach alt starts). Once you do that, then if ATS is on and profile is setup for approach, it will throttle back to M.72 (default) and start the descent.

In order for the test to be completed successfully, cowl anti-ice needs to be on.

“That's understandable. If the product doesn't suit the kind of simulation you are interested in then it's great there are other addons that suit your needs better. Simulation isn't a game of "collect them all" - some products fit some people, others don't, and it's great to have variety. Regarding the failure system, some of the testers and consultants have been working on training scenarios, including handling notes and extracts from the abnormal procedures for the aircraft. The intention is to develop this over the life of the product to use the failure system to train sim pilots on Challenger 650 operation, just like real life pilots are trained at recurrent simulator visits“ …Graeme_77….I’ve probably failed to express myself correctly. Please accept my apologies for that. The fact that you had “testers and consultants “ that helped HOT START develop this add on “by the book” it is simply no doubt!….Anyway look at “BlackBird_GR “ answer. That is what I ( tried..) to get. I only asked some ( legal..) way to give us customers a way to put our hands on some sort of FCOM/Manuals/QRH. I’m an Airline Pilot and I don’t care flying a single engine approach or dealing with loss of Hydraulic system simply “guessing “ or trying to “figure out” the solution. The only approach I have to the so called “abnormal/emergency scenarios “ is through the study-interpretation of the books/manuals. And I don’t care if such books are current or experied. I simply need something to rely on when dealing with an Emergency…..anyway BlackBird_GR has already answers and sorted out the whole tread.So it is no point discuss this thread any further. Anyway please understand that I allow myself to criticize you only because I know you’re the best decelopers for XPlane so far. Rest assured thanks for this amazing add on please keep updating this amazing aircraft:-)

Excellent report. Reproduced & fixed in next update.

Thanks for your quick reply. Sad they are gone, but in this case I just can’t await the release of XP12 and the according update of the Classic 737.

Here's my latest profile. It includes the bindings listed above as well as all of the MCP functions and applicable annunciator lights. A couple notes: The "Auto Pilot" button is only mapped to engage the autopilot. You must map a different button for the disconnects. The "REV" button on the FCP is mapped to VNAV as I find this to be more useful than mapping it to backcourse. None of the toggle switches below the FCP have been mapped. Bravo-CL650-fixed.json

Yes indeed. Will be fixed, sorry for not spotting that before release.

Is this the new "my ashtray is full, i need to buy a new car"? Bloody throwaway society...

That's not your "electrical connection" door - the AC GPU plug-in point is further up the fuselage near the nose. That's your fuel, there is no way to close in the air. It is your responsibility to ensure all doors are closed prior to departure.

Good evening. I have some trouble with the FPL recall function. My Simbrief ID is entered in thje user settings. But there are a few questions I have about the "out of jet pocedures". 1) I can just use my browser and set up the flight, without the sim runnung, or do I have to use th flight planning room? 2) Must the page shown in the screenshot be open, Guess not, but one time it worked this was the case, on the return trip the browser was closed, it did not work. 3) fin number vs dep/ARR. If I have multiple flights starting from one Airport I have to use DEP/ARR, because I always use the same fin number (650), right? I have encountered these scenarios: 1) Sucsessful FPL download 2) FPL download rejected ( Pilot ID not changed or deleted from the settings 3) Request pending disapears, no other MSG, FPL not loaded Thank you.

No, not necessary for the IRS to be aligned, it's just a radio link. If you find yourself somewhere with no VHF datalink, you will need the GPS system to be working in order to utilise the Inmarsat datalink, as the antenna inside the vertical stab/tail has to actually steer to track the satellites, but this is a bit of a fringe case. (And yes, it's simulated too!)

Hi, during a cold-weather start up, you can start the aircraft APU at -40°C, ensuring that you have a minimum of 22 V for your APU showing on your DC electrical page. You can also start your engines at -40°C, when you do this, you will likely have a very high oil pressure during the start and obviously a low oil temperature. You do not want to increase the thrust until you have oil pressure in the green! The engine oil temperatures must be in the green for takeoff. There is a note for oil pressure that after cold start you might see 156 psi, 130 psi at idle for 10 minutes maximum. It also states that engines must remain at idle until oil pressure returns to within the normal range. Another cold-weather consideration is before the first flight of the day when the airplane is called soaked and an ambient temperature of -30 or below for more than eight hours, the engines must be motored for 60 seconds, and fan rotation (N1) must be verified, before the engine start is initiated. Thrust reversers must be actuated until deploy install cycles are less than five seconds. So to summarize you can start if the temperature is -40°C, you must have 22 V or greater for the APU to start, once you start the engines, as mentioned you were going to have a high oil pressure, low oil temperature, You should not increase the Thrust of either engine and (remain at idle) until the oil pressure returns to normal. As far as takeoff, the oil pressure and the oil temperature all have to be in the green. Hope that helps, Rob

Fixed the blocking issue with dev branch just now. Need to sleep on it, then review for packaging... Shouldn't be too much longer.

I had the same problem and I don't know what happened either

Have any, and are any devs going to comment and help those with this issue out? I spent $120 on a module that I had very high hopes for and I can't even move it anywhere without having an issue. I have talked to countless people that had a NWS issue and none of them have had this problem to this extent. I have reinstalled and tried everything possible from recalibrating my joystick, and doing everything that @amyinorbit instructed and still got nothing. I really wish someone who worked on this plane could provide further guidance because this product is very useless to me if I can't move it from the ramp area.

For me the flickering comes and goes. I've found that a view change (exterior then back to interior) can "reset" things for you so that the flickering may go away. I've also found that manipulating screens can cause the flickering to go away.

If you bind CL650/checklist/prev_checklist you can go back in the checklists and find Quick Turn Checklist. It doesn't have custom audio implemented yet, that's a known issue.

DAT/1FANSER2PDC 1: FANSER Primary: CPDLC-DCL and en route clearances. 2: PDC Secondary (will be used if primary is not available) SUR/260B Compliance with RTCA DO-260B (Minimum Operational Performance Standards for 1090 MHz Extended Squitter Automatic Dependent Surveillance – Broadcast (ADS-B) and Traffic Information Services – Broadcast (TIS-B)) RSP180 Aircraft is authorized for Required Surveillance Performance RSP180

Hi Chroode, Here's the buttons

The aircraft developer can't really create a workaround for that, that's an issue within the driver. I'm dev on the FJS Q400 and the "fix" we have is more of a placebo, it works in some cases but makes things worse in others. I know it's not a satisfying answer, I'm sorry for that, but until AMD decides to do something about it there's not much for the team to do.

Honeycomb Alpha? Saitek Switch Panels? In both cases make sure the avionics switch is on. Please let me know if this helps.