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Haha you've clearly never worked for a cheap corporate flight department. Now there's the simulation immersion.. "Part 135 setting - On" *Phone Rings* "Hi, this is Jenny with Hot Start Flight Support, I know you said you were scheduled to depart in an hour but uh,.. your passengers are in the lobby." "Jenny, stall for me! I need the fuel truck ASAP!" *Phone rings again* "This is lead passenger ______. We are ready to go, where are you!? My broker is going to hear about this!" *Phone Rings* "Hi, this is ____ from (broker), my clients inform me that you're not ready for them? What is going on?!" "Part 91 setting - On" would be your Owner telling you to be ready at 9am and then not showing up until 9pm.

Hi all I made a vSpeed callout LUA-script for the HotStart Challenger 650 if anyone are interested. It requires HotStart Challenger 650 v1.2 or higher. Take a look here:

Noted for fix.

https://forums.x-plane.org/index.php?/files/file/50510-popup-icing-display/

This is apparently a side effect of running on macOS, insofar as it’s not letting X-Plane unload/reload the aircraft plugin and reset its state. The developer is aware of this and is actively looking for a solution.

I imagine it’s an option, but not one that’s been simulated at present. Recommendation to disable X-RAAS completely for the CL-650 applies to everyone.

Ping! Just making sure this won't get overlooked since none of the staff has acknowledged this topic yet

N2 below the yellow line may not be sufficient to maintain wing temperatures suitable for anti-icing. The correct procedure for this situation is to maintain N2 in the green and use speed brakes to maintain speed.

Hi! This is actually totally correct. The synoptic display pressure is not the same pressure sensor as the HYD 1(2)(3) LO PRESS trigger. The CAS is triggered by pump output pressure. In the images below the following is occurring: 1) HYD 3A pump is on and system is pressurized (NO CAS) then 2) HYD 3A pump is turned off, and system is at 3000 PSI, but the CAS has been triggered. The CAS is warning you about an impending issue, you have pressure now but not for long please take action soon. Image 1 Image 2

Well, I just tried and got no errors whatsoever. Obviously you have to replace all files with a cycle ID in their header so they match, you can't just pick and choose, but Navigraph does provide all of those in their data. Lack of support from official HS/X-Aviation staff makes perfect sense though, I'm just pointing out it is quite feasible, provided you know what you're doing

v0.102 is now available. totoritko has kindly provided me with wav files of his voice for my callout script.

I've brought this up to Saso a few weeks ago, and he'll be looking into it for a future update. I got the idea from another forum post from someone who took off before his passengers arrived. He was confused at why the 650 felt so light when taking off and flying. The he realized he was too fast in pre-flight, and took off too early.

If I were a passenger on a private jet and the door was closed, I would expect the handling agent to get the attention of the flight crew, not me. Perhaps a telephone call to the crew from the FBO informing the crew the PAX bus is at the aircraft?

I suppose the passenger deal has a little bit to do with how far they stretch it from reality. Having flown a bit of corporate the whole life orbits around the passengers so it doesn’t make too much sense that the door would be closed before they have arrived.

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.

The steering isn't a bug. If the steering isn't centered when you turn on nose steering, it won't ever steer. You need to taxi with diff brakes, then when in a straight line turn the nose steer switch off, and then on. Then you'll have steering. If you want an easy fix, BetterPushback will always leave your steering straight.