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Hello All, This will serve as a formal forum announcement that we have released the version 1.5.2 update for the CL650. All customers who have purchased the CL650 up till now have been sent an e-mail by X-Aviation with complete instructions on how to obtain your update. We have made this a very simple process! For those that purchase the CL650 from today forward, your purchased download will already be updated to version 1.5.2 for you. What if I didn't get the update e-mail? If you did not receive your update e-mail don't fret! X-Aviation has updated our system to allow all customers to update with ease, regardless of whether you received an e-mail for the update! Here's what to do: 1. Login to your X-Aviation account here: https://www.x-aviation.com/catalog/account_history.php  2. Find your original Challenger 650 download and re-download the file. It will download as the latest version! The following is a list of additions/fixes included: What's New / Changed: New Features: 2690: Add a clickspot for inspecting wing surfaces during preflight 2708: Add support for xPilot’s SELCAL datarefs 2716: Implement FANS CPDLC support 2732: Implemented DEP CLX, OCEAN CLX and ATS LOG datalink subsystems Enhancements: 2691: Redesigned the overnight icing accumulation algorithm to use real METAR data 2688: Add support for detecting POSCON client for disabling realistic altimetry feature 2698: Implement workaround for FMod sound bug when loading the airplane with sound muted 2699: Implement dataref interface for libfail to allow 3rd party software to trigger our failures 2320: User request for dataref to indicate when in “walking mode” Bugfixes: 2683: ABEAM REF distance and time isn't working correctly 2687: V-bar FD vertical deflection & rotation stacking should be reversed so the V-bar rotates around the nose indicator 2692: Reduce landing and taxi light brightness to be a bit closer to reality 2648: KEUG I16R with EUG transition is handled incorrectly for the subsequent leg intercept off the procedure turn 2409: Shrink or hide manipulators for engine fire push buttons so they can’t be clicked by mistake 2685: Manual ENG BLEED setting isn't being cross-talked between FMCs 2693: afm_mgr has a potential deadlock due to locking inversion if a state load coincides with a state save 2694: THRUST LIMIT page 2/2 shouldn't be selectable in the air 2695: Smooth FPLN leg joins should anticipate turn radius changes due to climbs 2697: CPC PID derivative rate was still causing oscillations when reloading a climb state at higher ISA around mid-20 thousands 2487: CTD - CL650[chart_prov_navigraph.c:1086]: assertion "chartdb_add_chart(arpt, chart)" failed 2721: Receiving a ATIS datalink message should show green DATALINK advisory CAS 2730: Reduce initial engine parameter variance a bit to help avoid unusually high ITT deviations 2775: Fix radial are off by a few degrees 2776: ATS posts an FMC ERR when FMS3 is selected as active on the left side 2779: Descent altitude constraints can stick past the waypoint where they are applicable 2780: Compressor stalls should stop when the engine is shut down 2773: PFD SVS rendering distance too short 2768: Changing NAV SRC while OEI causes CTD 2784: Small amount of aileron trim causes persistent monitored AP disconnects due to servo misalignment alarm firing 2769: DCT fix in FMS followed by pressing NAV causes CTD 2767: CTD when attempting to use invalid AFCS data 2749: Hold exit followed by FPL disco. clear = CTD 2785: Newly created airframe has right hand side cabin window blinds closed 2786: Engine hydraulic SOVs were being ignored when determining engine-driven pump operation 2787: Manual date setting on STATUS page results in setting incorrect year 2789: Make tail refuel pump fatter by 1mm to avoid spurious AUX TANK HEAVY CAS messages 2791: PBPB waypoint entry when first WPT SEL has 1 option and second WPT SEL has more than 1, empty WPT SEL shows instead 2792: PBPB waypoint checker should be using the passed selection lookup type, instead of defaulting to database-only 2793: WPT SEL screen should return to the caller's subpage 2777: Fix page missing Lat/Lon Cross small text 2795: FLT LOG fuel used needs to allow entering DELETE to reset the value 2796: TERM WX should allow for non-ICAO station IDs 2794: Add a checklist menu item to manually stop the FO's go-around flow 2797: is_valid_icao_code should allow for numbers in IDs 2798: Invalid ICAO code in FPLN RECALL page isn't generating an INVALID ENTRY error Enjoy these latest updates, and stay tuned to the forum as we continually announce the latest happenings.

Hi guys, Absolutely loving this aircraft, it really is way out there in a class of its own! I want to make more use of the HUD but can’t really make sense of what I’m seeing on it, especially the 2 circles! Can anyone give me some help or point me to a good guide/ video tutorial? Thanks

Same thing for me with my first flight on the newest patch. Was on ils10 into RCSS it had pitch oscillations until I disconnected the auto pilot. Metar was 031900 and wind was 090/11

Thanks Oisin650, how can you get to this menu please?

Sorry, I had a family thingy this weekend ENVA ILS RWY 27 CAVOK, no wind (set manually) Weight is 30k lbs One thing; it was OK until I flew the GS 160kts Flaps 30, as soon as I slowed down to Vref+5 (around 125kts) and added the 45 flaps the oscillation began. @Pils

The frequency is in the navdata anyway, I entered BSO into the TUN page and it correctly tuned 110.00 - there's just no DME.

And also carry errors or "interpretations". I have seen military guys saying they purposely avoid in the Air Force private providers and exclusively use State Aip worldwide. So.... I'd would be an airline manager, I'd use LIDO, far more clearer an constant presentation over the years.... ... than jeppesen.... At EDDF ILS z 07L, jeppesen makes no mention of the LTS cat 1 minimums as described in icao doc 9365.... Lido does. Same for lfpg ils 27L. However, I like the recent evolutions at jeppesen, effective 2020, were the mention "vnav DA instead of MDA is operator dependent" now explicitely appears on revised CDFA 2D approach charts. It required at least5 years of charting wigwags at jepp, but at least now itsbetter. A last thing about LIDO, I said it was based on AESA, it's true but in fact two flavor are available, AESA OPS worldwide, or US customers flavor, which has TERPS within Canada and USA territories. Since I see TERPS minimums in Aerosoft Lido KBOI charts for instance, I conclude that Aerosoft is distributing the second option... Which is not bad, to have FAA rules in FAA land. I'd be curious if a more recent documentation of Lido still references AESA OPS or doc 9365...

Rich, YOU picked my curiosity and I spent the whole afternoon researching and learning. I now want to write my new or updated simplified guide to minimums for the simmmer, because I m sure many use those without realizing the backoffice. Gives me headache, not used to imperial units, looks like ancient Greek to me. (Actually I can better read ancient Greek that this stuff). I would hate to be the european transatlantic pilot doing commuts with the US...... Thing is, as a PilotEdge simmer, I'll come across that for sure...

I did my first flight with 1.5.2 and observed the same thing. ILS30 into ESSB After GS capture autopilot continuously oscillates between 0.55 and 0.65 AOA. Disconnecting AP immediately stabilises the descent. ESSB METAR ESSB 031520Z 24008KT CAVOK 07/M08 Q1003 Never observed this before.

Airframe is definitely borked. I will pass this on.

I attempted to replicate this on 1.5, the behaviour of my CDU was identical however I did not get a crash on pressing continue (tried multiple times). We'll call it non-reproducible for now but if it happens again I'm happy to dig further. Brgds

Apologies for that. I will attempt to re-create it on my next flight. If it happens again I'll make sure to save the log-file before restarting the simulator.

There's been some changes to how TACAN/DME works in X-Plane over the years. It's caused issues in other airplanes before so I would put this one down to X-Plane. It would seem that X-Plane 12 TACAN will behave properly.

That definetly helped !! I was wondering about a scenario where to use this option and now its all clear ;-) Thank you very much for the brief explanation, Rich .. Oliver

Thank you, sir! Rich Boll

Sure! Quick turn with no power down. Yesterday, after leaving KELD I had two quick turns in KICT and KDEN before returning to KICT. On each leg we never powered down, which normally re-sets the fuel used. When you do not power down, the only way to reset the fuel used for each leg is to press the DEL key and put DELETE into the scratch pad. You then move the DELETE from scratch pad into the FUEL USED field with the LSK and that clears the fuel used and restarts the counter in the FMS. That way, we can record how much fuel is used for current flight leg. Most operators track the fuel used on each leg. They can track metrics like fuel used per flight mile, fuel used per hour which then goes into the DOC for the airplane for cost analysis and billing purposes. Even part 91 corporate operators will usually bill back internally the per hour cost of the airplane to the unit using the airplane. What I call "funny money" because it comes out of one group's budget and goes into another group's budget. if you are flying charters, then it's very important to know the fuel burn per hour because that goes into the hourly charge for chartering the airplane. In a more practical "flying the airplane" sense, it is also important to know how much fuel has been burned from the start of the flight for the current flight leg. Let's say you left on your oceanic flight with 15000 lbs. of fuel. You're 2 hours into the flight and burned about 5000 lbs. You should have 10,000 lbs. in the tanks. if fuel gauges are showing 8000 lbs., you might have a problem. For example, a fuel leak. You might be going down the line of Air Transat flight 236, the A330 that dead sticked into the Azores after a fuel leak developed. Since that incident, most of the checklist for fuel imbalance have the pilots check for the possibility of a fuel leak by comparing fuel at block out minus the fuel used against the total fuel remaining in the tanks. If they grossly disagree then you might want to 1) think twice about balancing fuel, i.e., feeding a fuel leak from the tank(s) not leaking, and 2) consider getting on the ground before things get real bad...and real quiet. Unfortunately, Collins doesn't mention using the DELETE to reset the FUEL USED in the FMS in the CL650 FMS manual that I have, and for what it's worth, it doesn't mention it in the current CL300/CL350 manual that I have. In fact, the pages discussing the FLIGHT LOG CDU page in these two manuals are identical. I hope this helps! Rich Boll

Perhaps one better, From about 1h19

Implemented, will ship in update 1.5

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

In our company SOP has ATS OFF at 100FT AGL

I am amazed at how close HS got to the real Collins FMS!

You can also change the VNAV path angle from the LEGS page. For example, on the LVZ4 STAR into KTEB, it is common to get STENT at FL350. The LEGS page will look something like this: JHW HOXIE DMACK 3.0 STENT /FL350 In the scratch pad, you can type in "1.5" and then line select it over the "/FL350" for STENT. That will change the descent angle to 1.5 to STENT at FL350: 1.5 STENT /FL350 A 1.5 descent angle results in a 1000 - 1200 FPM descent rate, depending on headwind or tailwind. This keeps you within the RVSM descent rate requirements, i.e., not to exceed 1500 FPM. It doesn't affect your default settings either. It's a one time change. You can also use this method to restore the default vertical angle. The next waypoint after STENT is LVZ, which is an "expect FL180" constraint. Often times, we'll program that constraint ahead of time. When you enter the AT FL350 for STENT, the VNAV draws a geometric path between STENT at FL350 and LVZ at FL180, which usually equates to a 1.8 degree or so path, which might be too shallow. You can type "3.0" in the scratch pad, and line select it up on the LEGS page next to the FL180 at LVZ and that will change the angle back to 3.0. It also makes for a smoother path transition to join the VNAV path from LVZ to MUGZY at 6000. Rich

Maybe I am not understanding the Thrust Limits page and MCT vs CLB/CRZ but in almost all of my flights my Climb/Cruize power N1 targets have been higher than Max Continuous Thrust. Maybe I am doing something wrong in setup but I haven't been able to figure it out.

there are many different clients. the idea of making a manual switch, online-not online looks the most sensible

I've submitted a feature request for the FO audio volume to be controlled via the audio control panel INT volume control when wearing the headset. No promises, but the developers will see the request.

It’s not a manual, but I’ve addressed the fuelling stuff and basic FBO interaction in my first video, which shows the initial procedures, up to the point you’d transfer to the simulated FO. 25 minutes or so that should help any new 650 driver get started, further videos will follow too.

3 things makes a realistic cockpit: details, details, details

Let's call this day "Devil in the details" day Did you spot the difference?

Thank you A quick status: The plane finally getting into the state where all the functionality are there for a proper flight on any network and for any procedure. Now, I have to finish the remaining texturing - mostly on the side panels and add some UX features (hiding yokes, manipulators for gear and flaps handle, etc) So, overall it's really getting into a shape where it's really a fun to fly Sadly the next couple of weeks will be busy, so can't really work what I've planned. Hope it's not going to last too long and I can get back to business ASAP. A long delayed UV mapping for the Garmin and the WX radar - finally finished