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Reference material - https://www.smartcockpit.com/docs/CL605-FUEL_SYSTEM.pdf Page: 16 Fuel tanks are expected to be within 400 lbs / 181 kgs of each other on taxi / takeoff / landing OR 800 lbs / 362 kgs during flight, to avoid Fuel Imbalance EICAS message. First, orient yourself on the overhead panel, we'll be working in the 2nd row (or middle row) of the FUEL panel area. (Fuel.PNG) All three of these buttons should be extinguished under normal operations. Gravity XFLOW Press to begin the process, there's a 1 second delay after pushing the button for it to illuminate OPEN. This will allow fuel to flow freely between both main (wing-based) tanks. There is no EICAS notification that this is open/occurring. (gravity.png) To observe what's happening in the sim. You can go to the Challenger 650 menu -> Study -> Engines -> Fuel System... You'll notice that whatever Main Tank (either Left or Right) has more fuel that this will continue to consume, whereas the side with less fuel will not. Thus balancing the tanks. L (R) to AUX XFLOW Press the appropriate button to begin the process, there's a 1 second delay after pushing the button for it to illuminate ON. This will remove fuel from whatever side is select and transfer it to the auxiliary tank. Determine which tank has more weight in fuel Left side? Choose L to AUX (L to AUX.png) Right side? Choose R to AUX (R to AUX.png) There is a lock out mechanism that does not allow you to press the opposite button when one is already selected. Pressing L to AUX, for example, then pressing R to AUX, will no longer illuminate the L to AUX button. Pressing the R to AUX button again will resume the L to AUX transfer and the button will illuminate ON again. Once you're done balancing the tank, make sure to deselect the previously selected L (R) to AUX button. The aircraft will now suspend fuel consumption from the two main tanks and pull from the AUX tank until depleted. *Edit* Thanks! @airforce2 As long as a main tank is below 93% full, the aux tank feeds the main tank to maintain the level at 93%. Once a main drops to 93%, the main quantity will remain constant and the aux level will drop. It will appear that the engines are burning from the aux tank, but in reality the engines are burning from the mains and that fuel is being simultaneously replaced in the main tank from the aux tank ejector xfer pumps. To observe what's happening in the sim. You can go to the Challenger 650 menu -> Study -> Engines -> Fuel System... Note: The plane will display an EICAS warning message: FUEL XFLOW SOV OPEN if either button is ON for more than 50 seconds and the tanks are balanced within 100 lbs.

The Challenger has very good takeoff performance, so everything happens quickly. For the first few flights a heavier weight can help keep things in check. One of the key differences between A320/737 aircraft and the Challenger is there is no speed reference system on the Challenger. Instead the flight directors will give a fixed pitch target when pressing the TOGA buttons. Following the guidance from our subject matter experts, and adapting it for use in the simulation, we've got two easy ways to manage the initial climb, which can be remember as Pitch/Sync and FLC. Try both and see what works for you. Pitch / Sync: Takeoff and follow the initial flight director pitch target. Accelerate in the initial climb maintaining that pitch, retract the flaps at VFTO+5 then at a safe altitude hold the “Sync” button and lower the nose to about 10 degrees to start accelerating. If using autothrust it can be set to maintain a suitable speed, but your primary control is pitch, which can be adjusted easily by holding sync and flying the aircraft to the new pitch attitude. FLC: Takeoff and aim for the initial pitch target before selecting FLC mode to capture a speed of roughly V2 +20. At most weights this will result in a very steep climbout. At a safe altitude, increase the speed to lower the nose then retract the flaps at VFTO+5 A hybrid approach may be useful - remember unlike an airliner the Challenger has seats facing sideways - so while a space rocket climb profile can be fun, it’s unlikely to get repeat business for your VIP transport business.

Interesting! And you are correct, there should not be a CWS indication with FD as the commanded mode - just a blank channel. I will try to recreate and fix this for the next update, thanks!

It will be coming soon in a another update

Yes you can This is not the case Yes it is. Selecting TO thrust would be standard but either works Correct and the likely source of ATS issues on this thread Yes! Ensure APU packs trans is complete and CLB thrust selected prior to this

The button on the side of the throttles is the TO/GA button not the ATS disconnect button; you initiated a go-around. The light on the top of the fuselage being broken is a known issue and will be fixed in the next update. However, make sure you have HDR enabled for the Visual Effects setting.

Hello All, This will serve as a formal forum announcement that we have released the version 1.6.1 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 1.6.1 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: ************************************************* Please carefully review the following section about the V1.6.1 release highlights. These point out particular "gotcha" changes that might surprise you if you didn't expect them. Also, be aware that trying to reload an in-flight state from a previous version might not work very well. There were numerous internal changes to the avionics which will cause many of the computers to perform a cold reboot. When using a different version, please only try to load a previous state that was cold-and-dark. ************************************************* Release Highlights: 2988: Elevator control system is missing gain change mechanism from control column, causing over-controlling at higher speeds 3121: Implement variable pitch feel based on stabilizer trim position We've reworked the pitch feel to replicate the variable-rate pitch feel of the real aircraft. Unlike other aircraft where the pitch feel is based on airspeed, the Challenger uses the stabilizer trim position as a stand-in for airspeed. The pitch response near the center gets more desensitized the more nose-down elevator trim is applied (implying flight at a higher speed). There is also a fixed "curve" that gets applied near the neutral point. This comes from a mechanical part of the elevator mechanization called the gain-change mechanism. This is more-or-less fixed and is always applied on top of the variable pitch feel from the stabilizer trim. We recommend removing any kind of curves you have applied to your joystick or yoke and try to get used to the new out-of-the-box feel. If you have a force-feedback yoke with controllable force intensity (such as a Brunner FFB yoke), you can disable the trim-dependent pitch feel in the User Settings under the User Interface tab. You can then replicate it in a proper FFB way by gradually increasing the force needed to move the elevator as elevator trim goes from 5.0 to 1.25 (5=lighest, 1.25=heaviest). Outside of this range, the force should be constant, as the real pitch feel mechanism doesn't change force intensity outside of these ranges either. 2866: Implement dynamic GPS jamming simulation The CL650 now simulates dynamic, unannounced GPS jamming that happens in certain regions in the world, especially near disputed areas and active conflict zones. The locations of these areas are usually not NOTAM'ed, so you are encouraged to be on the lookout for potential issues with GPS reception in areas such as: - the Middle East - Eastern Europe - South China Sea - parts of Mexico Please note that these locations aren't hard-coded into the simulation. They dynamically change over time and needn't be active at all times. We can also add new areas post-release, and already have plans to add NOTAM'ed (scheduled and published) GPS outages. The simulation works by performing radio signal propagation modeling (including terrain masking) between the aircraft and every jamming station. If the signal levels of the jammer overpower the GPS satellite signals at the aircraft's position, the GPS position integrity will gradually degrade, until it is completely lost. You will then need to revert to inertial navigation and utilize radio or manual position updating. For now, we have chosen to avoid simulating GPS position spoofing, however. Please note that not all approach procedures can be flown without GPS available. Consult the approach procedure charts for required navigational sensors, as well as required navigational performance (RNP). This can then be cross-checked against the EPU value (Estimated Position Uncertainty) on the PFD as well as on the FMS PROG 2/2 page. Without GPS available, the FMC will attempt to use any enabled radio sensors (VOR/DME or DME/DME) as a source of position updates. Thus, flying an RNP 1.0 or sometimes even an RNP 0.3 approach might still be possible, provided that the approaches do not hard-require a GPS or GNSS sensor be available, and that a suitable position-updating navaid is available within range. For study purposes, the status of the jammer stations can be seen in the Study > GPS > GPS Jamming Stations window. 2927: Implement manual FMC position updating Dovetailing with the above GPS jamming functionality, the FMC now fully implements manual position updating. It is, admittedly, a very rarely used feature with GPS available, however, it does manifest in one useful way when in a GPS-denied environment. On departure, you will now have a "RWY UPDATE" prompt available on the ACT LEGS page on LSK 6L while the aircraft is on the ground. This can be used to manually update the FMC position to the runway threshold prior to takeoff, thus nulling out any positional drift due to purely inertial operation. 2963: Add ADG and nose gear door pins The aircraft now contains a beautiful 3D model of the air-driven generator (ADG, aka RAT on other aircraft), and together with that it brings an additional set of ground pins in the nose gear bay that must be manipulated by the pilot prior to and after a flight. The ADG pin is located on the right-hand wall of the nose gear bay, in the forward section. This pin locks the ADG in the stowed position, to prevent inadvertent ADG deployment while on the ground (restowing the ADG requires qualified maintenance personnel be called in). The second new ground pin is for the nose door and is located on the same right-hand wall of the nose gear bay, but more towards the aft section. For personal safety of ground crew while in the nose gear bay, the nose door is pinned, thus preventing any chance of the door closing and injuring personnel working there. This pin is typically installed after a flight and removed before a flight. These two additions complete the full set of 5 ground pins that are used in day-to-day operations. 2910: Refactor NAV-to-NAV transfer to avoid LNAV capture when APPR LOC is armed The NAV-to-NAV transfer system behavior was changed to behave more like the real airplane. When the aircraft is being vectored and utilizing HDG lateral mode, pushing APPR with a NAV-to-NAV approach loaded (e.g. an ILS) will no longer capture the LNAV path if the airplane happens to come close to the FMS path. Instead, *only* the armed APPR LOC mode will capture when the localizer begins to center. This helps prevent an inadvertent capture of the FMS path that might no longer be applicable. On the flip side, this means you will not be able to perform high-angle LOC captures (>45 degrees) by first capturing the FMS path in APPR LNV and then transitioning to APPR LOC. To perform a high-angle intercept with an intermediate step through the LNV mode, first push "NAV" on the FCP to arm the regular LNV mode for capture. Wait until the mode captures the FMS path and only then push the APPR FCP button to arm NAV-to-NAV transfer onto the localizer. 3036: Remove landing data that doesn’t exist in real box and add supplemental data message We've made fixes to the APPROACH REF computer to bring it in line with the quirks that the real avionics has. One of those particular gotchas is that you will no longer be able to compute an Actual Landing Distance (ALD) value when the runway condition is set to WET on page 1/4. Instead, the box will simply post an amber '?' for the ALD value and you will get an amber PERF OUT OF RANGE message. For regulatory reasons, when the runway is wet, the only value to be used is the factored Landing Field Length (LFL). You can switch the ALD display to LFL by typing 'L' on the scratchpad and pushing LSK 4L on APPROACH REF page 2/4. This will remove the caution message and the FMS will show the factored (1.15x) landing field length instead. However, on the flip side, when the runway condition is set to any of the other contaminated settings (i.e. SLUSH-WATER, LSNOW, CSNOW or ICE), LFL becomes unavailable (and will post a PERF OUT OF RANGE message), and you will need to use ALD instead (place an 'A' on LSK 4L to switch to ALD display). The reason here is that there is no landing distance correction factor published for these contaminated runway conditions, so you will want to enter your own into LAND FACT on LSK 2L. An additional gotcha is that when the runway condition is set to anything other than DRY, the FMS will post a white SUPPLEMENTAL DATA message. This message cannot be avoided, and is intended to emphasize that the FMS isn't using data from AFM Section 6 (Performance), but instead from AFM Supplement 2 (Operation on Wet and Contaminated Runways). 2848: Implement route names and loading of routes by name You can now save and load pilot routes by name. This is done either by entering the name on LSK 2L of page 1 of the FPLN page, or by entering a custom name in PILOT ROUTE LIST on LSK 6L or LSK 6R. When a name is entered on FPLN page 1 LSK 2L, if the route doesn't already exist in the PILOT ROUTE LIST, the name is simply assigned to the current flight plan. This name can then be used as the route name in PILOT ROUTE LIST by pushing LSK 6L or LSK 6R. If a route with the same name already exists in PILOT ROUTE LIST, the user is prompted if they would like to load that route instead. Loading a pilot route into the active flight plan is not permitted while the aircraft is in the air. 2849: Support new VATSIM departure/arrival ATISes Some VATSIM regions have started publishing separate departure and arrival ATISes, just like some real airports do. Thus, the ATIS type selection on DATALINK > AOC CORP > ATIS now correctly attempts to pick the type-specific ATIS first, before reverting to the generalized one. 2860: Add volume control for FO audio You can now control the automatic first officer's audio volume when reading checklists. The setting is located in User Settings under F/O Assists. New Features: 2823: Add IVAO Altitude client detection 2824: Add IVAO SELCAL integration 2825: Add support for showing COM TX flag on IVAO 2848: Implement route names and loading of routes by name 2849: Support new VATSIM departure/arrival ATISes 2860: Add volume control for FO audio 2866: Implement dynamic GPS jamming simulation 2869: Implement TOC and TOD display on MFD data window 2927: Implement manual FMC position updating 2953: Add search function to failure manager 2954: Add tooltips with descriptions to the Bleed study screen 2955: Add ASU engine parameters to the Bleed study screen 2963: Add ADG and nose gear door pins 2988: Elevator control system is missing gain change mechanism from control column, causing over-controlling at higher speeds 3121: Implement variable pitch feel based on stabilizer trim position 2995: Need to implement ADG ADCU failures in the failure manager 2996: Implement missing stall protection system failures 3002: Add datarefs to expose the internal CL650 atmospheric model 3006: Implement a dataref interface to wire and ARINC-429 abus data 3116: Need a ground service menu option to fix a rotor lock Improvements: 2816: MFD radio controls should have a test function on the NAV radio 2847: PROG page should show MANUAL or MEASURED in title when using the respective FUEL MGMT mode 2858: Update windshield heating auto-checklist to select either LOW or HI before takeoff 2778: Selecting SID/STAR does not narrow down runways 2435: Rudder needs more effectiveness to cope with V1 cut 2872: Make circuit breakers require a long click to pull to help avoid accidentally pulling breakers by randomly misclicking 2885: Show airframe manager when aircraft is repositioned using X-Plane flight setup screen 2898: Refine VOR/DME and DME/DME tuning when in the approach phase 2707: Need to show a magenta "FROM" flag next to the PFD horizontal deviation bar when flying from an FMS waypoint 2902: Refactor RNP APPR and RNP AR APPR determination to follow proper ICAO PBN rules 2908: Adjust electrical loads of components to be slightly more realistic 2910: Refactor NAV-to-NAV transfer to avoid LNAV capture when APPR LOC is armed 2912: Refactor autopilot and IRS code for more stable operation in ATT mode 2914: 10th stage bleed study screen needs to color in the vacuum ejector line using the temperature of the vacuum line 2915: Refactor tooltip system to use cairo rendering and XP11 modern windows for proper scaling 2918: Readjust tire drag down a bit to roll more easily on idle thrust 2944: Hoppie ACARS DEPART CLX system needs to handle clearance confirmation and error messages 2966: Add documentation link to the Study menu 2983: Allow user to specify a custom OCEANIC CLX facility in user settings 2985: Implement engine fuel feed lines as having a volume of fuel for delayed fire shutoff valve reaction 2991: Default the nose door to open on new persistent airframes 2696: During SPS test needle should go past red zone due to rate-advance mechanism 3036: Remove landing data that doesn’t exist in real box and add supplemental data message 3061: Redesign TUNE page parsing to be much more strict 3063: Selecting TO or GA should always activate the TO thrust limit 3117: When an in-flight state is repositioned back to the ground, reset core temps to allow immediate shutdown without core lock Bugfixes: 861: TUNE page should not allow entry of 4 letter LOC idents 2808: Leftover experimental GS steering code is causing pitch oscillations 2807: Squawk code transmission is broken in ARINC622 format 2806: UM74 and UM75 direct-to interoperability with Hoppie CPDLC broke prior to 1.5 release 2809: Maximum distance for DIS CROSS on FIX INFO should be 500 miles, not 200 2810: Galley normal map has excessive gloss 2811: Crash when airplane is dragged up into the air in turn estimation code 2813: Crash when selecting direct-to the last waypoint on an airway if followed by a discontinuity 2815: NAV radio test wasn't generating the correct test data out of the NAV-4000 and DME-4000 radios 2817: When an intercept leg his an IF-TF target, it incorrectly marks the intercept leg as virtual, instead of the IF leg 2821: PAX hurry up call option is broken 2802: APU GEN off caused CTD, broke airframe file 2768: Changing NAV SRC while OEI causes CTD 2803: Crash due to dangling airway-to-waypoint mapping table left over after a navigational database swap 2822: MFD Nav Radio Missing Auto Label 2828: Closing a disco in front of a VECTORS transition isn't generating a TF leg segment properly 2440: When a NAV radio is set to auto tuning, manual tuning via MFD doesn't work 2801: CTD when using DTO history 2829: ETA column on FPLN PROG MFD DATA page is computed incorrectly on TOD when TOD is on current leg 2830: DIR-TO page isn't showing required path angle and VS on page 1 2832: Alternate cruise altitude isn't being used in alternate fuel use calculation 2833: ROSE mode TO-FROM flag should be drawn with a black outline, not black-filled 2834: FPLN sequences prematurely when crossing 180 degrees of longitude 2835: IRS hybrid position solution needs to handle GPS position wrapping 2837: Add Altitude and POSCON to list of supported networks/clients in user settings 2819: CTD crossing 54N040W 2838: Mandatory turn direction can be mishandled by LNAV in certain corner cases 2839: Pilot oxygen mask blockage failure condition inverted, resulting in zero oxygen consumption 2841: Limit CPC auto valve rate to prevent oscillations when high cabin altitude condition is encountered 2840: Implement explicit versioning of serialized data sets to avoid persistent breakage of state files 2842: Entering a single-digit or two-digit radio frequency should tune the matching frequency preset slot 2843: Entering more than an 8-character frequency slot name in TUNE page crashes 2844: Moving VS/Pitch wheel should revert to Pitch mode unless the active vertical mode is VS or GS capture 2846: TO and GA vertical modes should be cleared by AP engagement or pushing the FD SYNC button 2850: Rounding of coordinates can cause a copy-back of 60 minutes out of a fix definition 2851: Geographic coordinate entry must allow entering 180 degrees of longitude 2852: When going direct-to the first waypoint on an airway, the direct-to path construction goes haywire 2854: Don't allow editing VNAV data on FA legs 2855: Inserting PDW at end of FPLN while in the air causes the FPLN to go direct-to the PDW instead 2857: Using FLEX takeoff results in spurious VSPEEDS DESELECTED when changing altitude in flight 2859: Update 3rd party docs to latest state 2861: Always clamp FD pitch command to allowable range 2862: Don't do terrain auto-popup on the PFD during a TAWS test, only during a genuine TAWS caution or warning 2863: When a CPDLC direct-to targets a navaid or airport as a FIXNAME, INSERT MOD into the FPLN fails 2864: When an FC leg occurs on a 5-character waypoint, the length field gets truncated to show only the leading zero 2556: Clock Local time is non-functional 2875: Pitch servo mistuning during G/S approaches was causing divergent oscillation at lower framerate 2876: Missing altitude in POSITION REPORT message human-readable format just before the "NEXT" word 2878: RNP approach handling without GNSS is producing spurious FMS messages 2879: Hoppie CPDLC interface needs to support climb and descent rate messages 2882: Boost pump INOP light and CAS messages should come on when on ground and the pump switch deselected 2883: Don't post ATS FAIL when no ATS mode is active and T/Rs are selected 2877: Secondary motive flow supply line occurs after the main ejector check valve, not before it 2884: Don't compute CLB, CRZ and MCT N1 targets when engine bleeds are off 2881: BACK ON ROUTE triggering too early, while still very far cross-track 2880: Waypoint ETA time computation unstable due to floating point rounding 2886: libcpdlc - deleted some dead code from ARINC 622 refactor 2887: libcpdlc - POS REPORT FANS page isn't automatically picking up FMS-supplied waypoint name data 2888: libcpdlc - altitude and speed display is doing incorrect rounding 2889: IRS study window wind component needs to be reversed and have proper alignment and units displayed 2890: TOC data shouldn't show on VNAV window 2891: TOD shouldn't show on VNAV window unless we're close to it 2893: Don't show TOC and TOD lines on FPLN PROG MFD DATA page when they're no longer relevant vertically 2894: Don't produce a vertical track alert when we're already below the TOD 2897: NRST APTS map symbols on AFDs need to respect the minimum runway length limit set in DEFAULTS 2900: Spurious APPR NOT AVAILABLE when an approach is marked for RNAV-any-sensor even though IRS is available 2901: Don't flash waypoint name on PFD when approaching it if FPLN sequencing is inhibited 2904: THRUST LIMIT page should show VERC label, not VFTO, during single-engine enroute climb or driftdown 2907: LPV approaches flown as RNP aren't bringing up the RNP ARM and RNP APPR messages 2913: Procedures with legs whose course is referenced to a LOC or ILS emitter's magvar are having the airport's magvar applied instead 2903: Non-applicable "Sit in Seat" menu items will now be disabled based on user location 2916: Add animation datarefs for ADG 2917: ADG drop at high speed stalls the turbine blades and doesn't come up to full speed 2920: Rename CL650/adg/phi dataref to CL650/adg/pitch 2922: Reacquisition of nav radio corrections after long period of no corrections doesn't wash out accumulated variance quickly enough 2923: FMS-FMS DISAGREE message mustn't compare the position of the non-active FMS 2921: FPLN with DEST only crashes when a departure runway is selected from arrival airport while on the ground 2924: LOC and VOR steering is too lethargic at larger distances 2925: Don't drop EPU when doing navaid retuning 2926: New tooltip system needs support for custom fonts with unicode characters 2928: Don't dump TACAN-colocated DMEs from the radio simulation 2929: Entering PAX/WT in one go doesn't correct convert LBS passenger weights, resulting in spurious INVALID ENTRY 2932: TERM WX VIEW page has carets on the wrong side when available airports overflow to the right-hand side 2933: Vertical prediction gives incorrect climb path for simple flight plan 2936: PL21 FMS FPL test program doesn't resolve airport and runway arguments to the "pos" command correctly 2937: Move climb mode variable into tighter scope in solve_vnav_clb_misap 2938: Don't hard-assert that we need elevation in FPL path solver 2939: Automatic VOR/DME updating facility shouldn't try to tune in TACANs 2941: Don't attempt radio corrections if the station is more than 45 degrees slant angle 2942: Don't post FMS DR and LOW POSITION ACCURACY messages when on the ground 2943: Radio correction distance misestimation due to altimetry errors and slant angle needs to be taken into account 2945: Manually setting position on the ground should set all FMCs at the same time 2946: In certain cases, going direct-to can cause the VNAV to enter descent mode prematurely 2947: When shortening procedures, update the TO side of the procedure line to reflect the new termination waypoint 2948: Doing a vertical direct-to to a CF leg that is also a lateral direct-to results in incorrect VDEV computation 2949: Disable IRS soft realign in preflight phase to avoid generating bogus alignments if the airplane starts moving 2950: Add extra FSCU table data for estimating very low AUX tank levels and aircraft is in an on-ground attitude 2951: Desensitize amber GNSS NOT AVAILABLE message so it doesn't always come up on the ground when powering up 2957: Creating or deleting custom states doesn't immediately sync the airframe database to persistent storage 2958: HUD rendering isn't stopping when the HUD combiner is stowed 2960: Refueling on uneven terrain can fail to hit the HL switch on the higher wing 2962: Add special case for abbreviated 833 frequency entry for 16xxx to 19xxx 2964: Reduced half bank isn't being used when it should 2961: Restore XP squawk code datarefs explicitly during a state restore 2968: ATS PIDs need to be reloaded from master config even on a state reload so we don't keep reusing old PID params 2970: Relax FPL deserialization when loading persistent disk FPLs in case the NAV DB has been changed or corrupted 2972: Optimize ARINC 429 code to avoid using avl_walk wherever possible 2973: Expose runpool profiling datarefs in non-debug builds 2974: Don't redraw cabin info screen when camera is far away from the airplane 2845: Chart zoom commands’ description is backwards 2980: Optimize PFD ADI drawing by removing explicit black outlining of certain text elements that aren't outlined on the real avionics 2979: EPU shouldn't be being drawn on compressed PFD 2978: Bearing display on compressed PFD doesn't fit vertically into the PFD 2981: Reduce Hoppie polling interval to 1 minute 2982: When DTG is unavailable on PFD, show it as 4 dashes, not dash-period-dash 2986: Show white NO APPR if a loc-check occurs during NAV-to-NAV setup 2997: Backup low speed cue in absence of Aux AOA signal should show enhanced red band instead of plain solid 3001: Refine autopilot pitch steering to get rid of "shaking" of yoke when AP is making large inputs 3005: LNV steering mode is prone to some oscillation at higher speed 3007: Bleed flow system mis-accounts bleed mass-flow demands, resulting in too high running ITTs 3011: Don't compute a TO N1 limit with 10th stage bleeds and anti-ice selected on 3008: Automatically check the respective minimums box when the DCP DATA knob is spun while setting REFS 3012: When baro minimums are selected, ALT SEL should snap to the baro mins value when rolled through it 3018: Update GPS Almanac URLs to new ones 3025: Implement variable rate trim commands from FCC as they should be PWM, not constant 3033: Extended no-manip section of cabin and fuselage to avoid clicking through to outside manipulators 3027: Pin missing on Nose Gear torque links (scissor links) 3030: Autopilot should be available when on EMER POWER ONLY 3021: Flying the KLEW ILS 04 from ENE w/HILPT causes a CTD when turning inbound 3029: At airport 3J7, the fueler is asking for liters when it should be asking for gallons 3037: Reduce min volts for most avionics modules to avoid a reset during a hard generator under-power trip 3042: VNAV direct-to shouldn't clear constraint class on intermediate legs if there is still a speed constraint on the leg 3043: VNAV phase can revert to CLB if TOD is constructed based off a descent constraint on an enroute leg 3045: "Requires Better Pushback" note on handling request form is misplaced vertically 3047: Hoppie """CPDLC""" likes to send lowercase in messages, so auto-uppercase everything 3048: Don't round BOW and AVG PASS WT values in defaults 3050: When left collector is nearly empty, ejector pump incorrectly over-calculates delivery pressure, causing APU cutout 3051: Arc legs can turn the wrong way if the aircraft intercepts at a steep angle and is outside of the arc start/end radial 3055: Entering wind component on TAKEOFF REF or APPROACH REF shouldn't zero the value if no H/T/P/M is given 3056: Permit fly-by of fix terminations if followed by intercept legs which would trigger before the fix termination 3057: Distance and radial terminated legs need to allow for fly-by unless explicitly tagged as overfly 3062: Don't allow fuel truck hookup with beacon light on 3064: Refine steering around tight arcs for RNP-AR approaches 3039: GPS doesn't correctly compensate for time-acceleration on velocity trends 3066: When an intercept leg overshoots an arc due to turn radii, prevent an intercept from happening on the far side of the arc 3067: Don't do direct-to joins on the next leg when a DF is followed by a TF 3072: Need support for RF legs with more than 270 degrees of arc 3071: LNAV should use rough altitude estimation to correct groundspeed and do turn prediction further down the FPL 3070: V-MDA PATH guidance isn't aiming at the runway or airport, but instead at the MAP 3073: AC ELEC page line from APU gen to APU data box should be filled green when APU gen is available and selected on 3074: Use previous pass VNAV altitudes for turn estimation during the LNAV construction pass 2190: Don't allow entering 3-digit abbreviated frequencies into COM tuning field 3076: Show INVALID CHANNEL instead of INVALID FREQUENCY on incorrect channel entry into COM tuning fields 3079: Vatsim """CPDLC""" sometimes uses CONTACT messages with reversed arguments 3078: SBAS integrity check should only be performed in LPV approach mode or on approaches where SBAS is mandatory 3082: Redesign VNAV phase determination to be much simpler and more reliable 3083: FMC2 checks the wrong GNSS side for disable status before using it 3085: VNAV SETUP transition alt/level entries should reflect the same value as used for the FL ALERT 3087: Hoppie """CPDLC""" messages can sometimes include a trailing " FT" part in altitude arguments 3089: Add additional detection of Hoppie logon rejections 3090: Reduce the engine vertical cant slightly to line up closer to technical docs 3093: AFD heading and engine data isn't being properly cleared out when the system is powered off 3094: Disabling FD should disable VNAV mode 3096: Need to handle Hoppie "MESSAGE NOT SUPPORTED BY THIS ATS UNIT" message 3099: Performing T/R check on the ground shouldn't cause the ATS to go FAIL, and only DISENG'D if active 3098: Deselecting TO mode on the ground should kill N1 TO ATS arming 3101: When ATS disengages automatically in landing mode, don't flash amber DISENG'D on the MSD 3104: Reduced bank angle heading control is unstable 3108: Refine GP mode steering when large trim changes are required due to flaps deployment and speed changes 3109: Don't attempt to process gear-related CAS messages from bad data when both PSEUs fail 3110: Parking brake config warning must come on when in the air or PSEU is failed 3106: ATS MSD should go blank after 7 seconds of SERVOTST 3112: Prevent removing a ground pin when the PSEU is attempting to move the corresponding actuator 3115: Refactor final VNAV path construction to start at the runway, not the FAF, except in case of V-MDA approaches 3122: Fix gap between top edge of overhead base and ceiling 3123: Arrivals with STAR terminating in vectors without a bottom altitude will fail to capture PATH mode 3124: VNAV doesn't stop on a level segment if the subsequent leg's altitude constraint is lower 3125: Entering a nonexistent airport into ORIGIN with no flight plan will crash 3126: Implement more route name entry validation 3127: Cruise speed determination is incorrectly converting m/s to knots and resulting in bad estimation when cruising below Mach 3128: Fixed gap between meshes in vertical stabilizer 3032: Fuel cap and forward equipment bay doors are missing lock/unlock decals 3015: 3 screws on radalt antenna on tail of aircraft are doubled-up and z-fighting 3133: Fixed gaps on rough section of power lever handles Normal Map. 3132: Don't allow loading pilot route directly into ACT FPLN while in the air 3134: If FMC groundspeed is momentarily invalid, it can cause FMC3 to crash Enjoy these latest updates, and stay tuned to the forum as we continually announce the latest happenings.

This is (now) the correct behaviour. From the V1.6 change log: 2884: Don't compute CLB, CRZ and MCT N1 targets when engine bleeds are off You need to follow the checklist and select a thrust rating that isn’t one of the above when it says “N1 TGT”, before the “APU / PACKS TRANSITION” is completed by the Virtual F/O.

SOLVED Ok, figured it out. Had to move switch gear bay door switch to down "safe" position then turn on 3A pump to remove the gear door pin.

Thanks for this update I love this plane and features so much

@robderthere are a few things that will change on the exterior for the next art update. I want to get those finalized before getting the REGA variant under way. But as Pils said, still planned.

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Each yoke has one, kinda hidden behind. You can bind a key or joystick button via datarefs.

The CL650 automatically selects Experimental Flight Model - you don't need to do anything with X-Plane settings.

Yes.

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.

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

does not exist and I do not believe that anyone will solve it. Badly spent money for me.