Leaderboard

If you do nothing then you’ll descend in VPATH similar to a Garmin navigator. However if you want to use VVS or VFLC that’ll work too. VPATH would be SOP as far as I know.

Hi Tim, This has now been logged. Brgds

Hi Tim, Apologies for the delay in responding. I have requested that the F keys, escape, return, enter and tab are made exempt from CDU keyboard capture. Brgds

Hi Tim, A checkbox would be useful. I am unsure as to how changeable the pilot actions are on the fly, but I have made the request. Brgds

My compilation of useful forum users contributions in the first hours after the Challenger installation on my computer :

The same limitation is in the CL300/350 too, and to common to all Bombarider Collins FMS equipped aircraft. The reason for the limitation is that if for some reason the FMS looses the speed values entered into the PERF VNAV CLIMB page, the climb Mach speed reverts to M.50, which would be very bad if you are climbing in VFLC and the FMS ACTIVE SPEED on the PERF page in a ACTIVE <mach> speed, i.e., the speed bug and VFLC speed reference is pink. The airplane would pitch up and try to track M.50. At FL330, that would get exciting! You can climb in VFLC with and IAS value in the PERF ACTIVE <speed> active, i.e., a pink speed bug set to IAS, but when it transitions to Mach, you need to change to FLC, or you can move the speed bug which will change the target speed from the FMS ACTIVE speed to a FCP speed, i.e., CYAN/blue bug. Simply put, when in FLC or VFLC, you want the target speed bug showing cyan/blue. Rich

The FLT/GRD switch is moved to GRD with the "after landing items" - as you leave the runway. The outflow valve will drive to "FULL OPEN" very fast, and this "dumps out" the small positive pressure in the cabin, resulting in a momentarily high cabin rate of climb (remember, more pressure -> cabin "descends", less pressure -> cabin "climbs"). Try to open the outflow valve when flying at 30.000 feet and see what happens with the cabin rate . PS: Are you aware of the folder "documentation" contained in the aircraft folder? There is a .pdf in there called: 3-Pilot Quick Reference Handbook. It contains the normal procedures for operation, and may answer a lot of your questions (as it also contains some annotation for WHY things are done). Here is the excerpt for Chapter 6: CHAPTER 6 AFTER LANDING AND PARKING Taxiing the aircraft to the parking position or gate after landing can be very demanding, too. It takes good crew coordination to keep situational awareness, in addition to performing some steps to prepare the aircraft for arrival at the gate. AFTER-LANDING ITEMS: Reversers stow Speedbrake down Landing lights as required • Usually turn off the landing lights and turn on taxi-lights and runway-turnoff lights Flaps up Pitot-Static-Heat off • This removes heating from the pitots during ground operation, they would get too hot without the cooling airflow. FLT/GRD Switch GRD • This will open the outflow valve, depressurizing the airplane so you can open the cabin doors later on. Strobe Lights OFF • They could blind other aircraft/personnel Engine start switches OFF APU As required • Only use the APU if you need it for electrical power or aircondition after parking. Its loud and uses fuel! Single-engine taxi consider

We don't have any plans for MSFS