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I've been experimenting with engine failure on takeoffs, just above V1, the so called V1 cut. So far, I have not been very successful. While I have been able to counter the initial yaw with the nosewheel on the runway, after rotation begins, there is insufficient rudder authority/effectiveness(?) to correct the yaw both in and out of ground effect. I have the flight control page up and the Developer>Show Flight Controls window open. From both indications, I am getting full rudder deflection. Yet out of ground effect, with the wings level, the slip indicator (i.e., doghouse) is about 3/4 displaced towards the operating engine, indicating more rudder is required. The good thing about HS CL650 is that you have the yaw/roll coupling inherent with sweptwing aircraft modeled very accurately. The bad thing is that because of the excellent modeling, the lack of sufficient rudder authority/effectiveness means that the aircraft at V2 is rolling off into the dead engine, making it very difficult to fly. I have much experience in how V1 cuts work, teaching them in the LJ-JET series Level C simulator for many years, as well as being type rated in the Lear 45/75, DA2000, and CL300/350. I suspect that the CL650 with its hydraulic rudder would be very close to the CL350, and at very light weights where V1 is near V1/VMCG, full rudder will be required. I have been practicing these at 35,500 lbs. V1 is 114, VR is 121, and V2 is 131. I'm taking off from KICT's runway 1R on pretty much a standard day. Yesterday, I did some heavyweight takeoffs at 45,000 lbs. hoping the rudder control, authority, effectiveness would be a little better. It was not. Although, the performance following the engine failure was pretty close to what I would expect without digging into the AFM. I am fairly new to XPlane beyond more than casual users. The quality of addons in XPlane has now made it my sim of choice. Is there any way that I can tweak the rudder on this model to see what might work better, and report back to you folks? Any suggestions would be greatly appreciated. Thanks! Rich Boll

Thanks I’ll try that and yes hdr is on

Hi, thought I’ll show the electrical panel . Still not wired but Almost there . ive decided to paint the panels all in black , think it provides a better contrast with the white backlight . I know it’s not like the original grey-ish , but hopefully I won’t regret it later requires the bolt cutouts painting ..

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

Challenger forum notes compilations View File How to take command of this new aircraft as a complete beginner on the CL650 type ? All my compilations of forum notes that were very useful in the first hours ! March 2022 version. Submitter XPJavelin Submitted 03/23/2022 Category Plugins and Utilities  

I get better results on IVAO if I leave the barometric item checked in the user settings. Then, the difference is only about 200 ft. If unchecked, then the différence is near 2000 ft at high altitudes...

You could definitely do this, but in reality a normal start sequence works much better. Just wait until ITT is below 120 before introducing fuel. There is really no need to go through a whole dry motoring cycle, wait 5 minutes, then commence a normal start. We would really only use the true dry motor procedure after an aborted start to clear any unburned fuel from the combustors.

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ATC may not like being told to be quiet. ATS can remain on and it will automatically pull back at around 50ft as you pull back.

I'm seeing this come up a few times in the threads and getting locked because 'defuelling is unrealistic'. So before this gets locked too, I want to expand, and make it clear, I am talking about 'non-persistent' mode. What is realistic about the failure scenario management? You're not going to practice any of that in an aeroplane. You give us the massive in-depth capability to run failure scenarios, and then lock us out of the ability to control the weight of the aeroplane. If I want to do a V1 cut at 5 ton fuel, I should be able to do it. If I want to do V1 cut, with 1 ton of fuel, I should be able to do it. "Unrealistic' is not an excuse here. There should be no lock on the weight of the aeroplane in non-persistence mode, that is the mode you would use to quickly bounce between failure scenarios. Please give us the ability to directly control such a basic function as how much fuel is on the plane in this mode. At the very least at least make it load with min fuel instead of over 2 hours on aboard.

Yea, I get that for career. But I'm talking non-persistence. In that mode that logic goes out the window, even just disabling whatever is forcing overwriting default xplane fuel so you can select whatever you want.

Bought msfs2020 last year. Never used X-plane. But Torquesim's Cirrus sr22 convinced me. A good plane is better than a nice environment. After all, it is a Flight Simulator and not a Drone environment for beautiful pictures. So now I have X-Plane 11 and the Torquesim Take Command! SR-22 G1000.