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Ok guys finally after isolating different plugins(thanks to XOrganizer)I found an incompatibility with 124thATC64! regards

Every operation will be somewhat different of course.... Once we complete the last leg of the day and the shutdown check is complete, one of us is immediately getting up out of the seat to open the cabin door and go verify chocks are in place, the nose doors are opened, and 5 pins are inserted. Of course if our last leg is a passenger leg - they are disembarked first. One pilot typically stays with them for the walk to the vehicles or the FBO - while the other pilot heads to the interior of the baggage compartment to pass the bags to line crew. That pilot then comes through the cabin to check for forgotten personal items - concluding with a thumbs up to the pilot adjacent the vehicles. If they walked inside - typically a text is sent between pilots that the cabin is clear (or isn't). At this point the pilot with the airplane will coordinate with the line crew re: required services - verifying chocks are in place - then retrieving the pins and inserting them. Different operations have different philosophies/standards regarding nose doors opened or closed. At our home base - we will always open the doors and insert 5 pins. Away from home while on the road we can exercise discretion to leave them closed. In a location with security concerns, or if there are any concerns regarding tugs, line crew, etc - we may elect to go with 3 pins and leave the doors closed. I'd say in our operation the doors are left open with 5 pins the majority of the time. Under no circumstance will we leave the nose doors open without inserting the 2 additional pins. Once pins are inserted and we're both back on the jet - it's time to start cleaning up and preparing for the next flight. Garbage is gathered, old coffee is dumped, drinks in the drawer with paper labels are removed from the ice bins - leftover catering is emptied from the chiller and either given to line crew as trash, as a gift, or to be stored in the FBO fridge. If the cabin needs to be vacuumed - we vacuum while power is still on. Tables and surfaces are cleaned at this point, seatbelts are cleaned and put back into presentation , the sinks and lav are cleaned and while this is happening - line crew is probably performing the lav service. Dishes and linens are given to line service as well. We like to keep power on until all of that is finished so we can check the lav - that enough (hopefully clean) water has been put back in and its back to smelling/looking fresh. We also have to restock from the storage drawers in back. Things like snacks, drinks, chips etc - all have to be replenished. If 15 minutes has gone by - one pilot is checking/servicing the oils in the utility bay. If temps will dip towards or below freezing - we purge the potable water system. This is often done at TOD depending on circumstances to avoid dumping 10 gallons of potable water on an FBO ramp which will turn into an iceberg. Water lines must be purged on the ground which is similar to prepping a recreational vehicle or boat for winter storage , minus the antifreeze, although there's different techniques there too. Sometimes during all of this we may also fuel for the next day's flight - circumstances of course dictate when we would do this as there are considerations to keep in mind leaving the jet with a lot of fuel. We also will consolidate crew baggage and put it in the baggage door opening in preps for offloading. We ensure the garbage, catering, fridge items, etc - are indeed all off. The parking brake at this point has probably long been released since chocks were verified - and the signs put in the cockpit windows indicating the jet is safe to tow. We verify one of us has recorded the 'numbers' from the FMS for the trip paperwork. (OFF/ON/FLIGHT times and OUT/IN Fuel) Suction cupped iPad mounts are removed from the windows, the Sentry is verified as off and packed up so it can be charged at the hotel if needed. If it was a night flight and next flight is day, and we're about to secure the airplane - lights will be brought back to a daytime config (full bright). If it's a hot and sunny location - cabin window shades are closed and cockpit reflective covers are put in place. We also have a pin to secure the emergency exit in the cabin that gets inserted. At this point we verify requested services have been received/completed and we check with the other crewmember or crewmembers that they are done with cabin power. From here one of us typically runs the securing checklist and shuts down the APU. But we aren't done yet. Our bags get unloaded at this point and we build our 'pile'. All external panels are locked. A thorough post flight walk-around is completed, typically by both of us. Covers are put on all 3 pitots, both ice detectors, the AOA cone and both AOA vanes. Both batteries are disconnected. Whichever pilot didn't do the cockpit securing - must 'check switches' to make sure all is where it should be. Now it is finally time to make sure everyone is 'done inside' and the door gets closed/locked - and now - we can walk into the FBO, or to our rental car which has been brought planeside. We check in at the CSR desk regardless - providing contact info, verifying the schedule and services requested. This is a great time to make sure we go over the 'stuff in the fridge, the lav service, hangar arrangements, etc etc'. Only after this is all done do we leave the airport and head to the hotel where the trip PIC does 'the paperwork' which in our operation is electronic and must be submitted in a reasonable amount of time after the flight. At home base our operation has a cleaning service that will take care of many of the above tasks, and since another leg often isn't happening the next day - we're off the airplane pretty quickly. Hope this helps understand some of the things that go into this side of the business. On an international arrival after a long day mid-trip- it wouldn't be uncommon for the crew to take 30-45 minutes to do all of the above correctly.

Hi CaptCrash, et al, This morning, I flew v1.3.1 (need to download the new version) and looked closely at the flight director behavior. When basic pitch modes like ALT, VALT, FLC, and VPATH are active, the flight behavior appears to be correct in that the FD pitch bar does not move and follow aircraft pitch changes. In other words, you can fly the airplane symbol up and down through the FD pitch bar, and bar does not initially move and also follow the FD pitch bar as is shown in the video when an APPR LOC and GS are active. I flew the ILS 1R at KICT and the FD pitch bar exhibited the same behavior. As shown in the video, if an aircraft pitch change is made, the FD pitch bar initially follows that pitch change, e.g., pitch the nose up a few degrees, and the FD pitch bar follows it for a few degrees until the GS begins to deflect. I spoke to a friend who worked at Collins for a number 15 years and trained us on the Collins equipment about this and show him the video. He said that was not how it works. The FD pitch bar should remain steady and initially not move with the pitch change, and in fact, in anticipation of the GS needle moving downward it should deflect slightly downward. What the HS CL650 is doing with the respect to the ILS GS and the FD pitch command is not correct. Next, I flew the RNAV (GPS) Y 1R at KICT. The approach was flown with LPV Level of Service (LOS). Initially, I used VNAV to descend through the T-Legs from BACAY. When tracking the VNAV in VPATH vertical mode, the FD pitch bar behaved as expected. In other words, you could change the aircraft's pitch attitude through the FD pitch bar without that command bar also moving. Naturally, as deviated off the VNAV path, the FD pitch bar would command a return to the path. Approaching the FAF (CUTIK), I selected APP Mode and the vertical guidance changed to VGP. In VGP mode, the FD pitch bar behaved like it does in the ILS GS mode, and as shown in the video. The FD pitch bar moves with aircraft pitch changes. As noted, this makes it very hard to track the FD command bars and track the VGP path. Next, I came back and again flew the RNAV (GPS) Y 1R at KICT. This time, I downgraded the approach to LNAV/VNAV LOS by selected the ARRIVAL DATA page, selecting the APPR MODE to "RNP", which selected the GP MODE To "BARO". (see screen shots attached). So instead of flying LPV SBAS generated angular vertical guidance, the FMS would be using Baro-VNAV, linear guidance just like in the en route phase, but with smaller scaling. On this approach with LNV and VPATH as the FD modes, the FD pitch bar behaved as expected. The FD pitch command bar did not move and follow with aircraft pitch changes, but rather remained steady until there was a vertical path deviation at which it showed a command correction to return to the path. It appears that the flight director issue is in both the ILS GS and LPV VGP vertical modes, that the FD pitch bar will initially follow a pitch change before it computes that maybe it shouldn't have, and then as the GS or VGP moves from the centered, "on glideslope/glidepath" position, the FD pitch bar initiates a command correction to command a pitch change to the return the aircraft to the glideslope/glidepath. In both cases, as the aircraft pitch changes, the in GS or VGP, the FD pitch bar should not change and initially follow the aircraft pitch change. It should not move until the GS or GP needle begins to move off path, or according to my source from Collins, it should make a slight anticipatory command opposite of the pitch change to return the aircraft to GS/GP. At the very least, the FD pitch command bar should mimic the behavior in VPATH or the other basic FD pitch modes like ALT. These easily demonstrated in level flight with ALT engaged, in a descent following a vertical path and in VPATH mode, or on an RNAV approach using RNP and BARO set in the ARRIVAL DATA page (ps...kudos for getting this page right!). I hope that this will help with the troubleshooting. Thanks, Rich

I was having the same issue. From the Bombardier docs, looks like 30 nautical miles and less than 105 degree intercept (section 04-10-50 page 201 of volume 2 of the flight crew operations and section 04-10-30 page 181). You need CDU1 and CDU2 to have the same flight plan active (I just copy CDU1 from CDU2 and for good measure put a copy in CDU3 as well). It took me a while to realize the copy of approach (localizer) data between the flight computers wasn't automatic on this aircraft (there apparently isn't a primary FMS that can be selected), and importantly there is no message that localizer/glideslopw capture is disabled such as "LOC UNABLE" via a message on the CDU when the avionics don't have at least two independent systems to track from. This had me plow the internets and landed me in Smartcockpit's documentation on the Challenger 605 which also uses the Collins Pro 21 avionics. The 605 is similar to the 650 except for engines and range looks like but it looks pretty much the same in terms of operations.

The course will never appear in preset nav, that’s one of the oddities of nav-to-nav transfer (the name for FMS to ILS auto-transition), and why I recommend setting it manually if radar vectors are expected. I found this weird too, and not how I would have designed it, but it’s just how the Challenger is. When nav-to-nav transfer is able to work, you’ll see blue indications of localiser and glideslope deviation, both as blue diamonds on the deviation scales in the attitude/svs part of the PFD, as well as the CDI at the bottom with blue dashed “ghost” needles. You should have FMS1 as the nav source on the left side, and FMS2 on the right side. Make sure baro settings are sync’d too. Press the approach mode on the autopilot and you should see white LOC1 and GS indications on the FMA strip at the top of the PFD. Even then, it will hang onto FMS nav for as long as it can, until nearly established on the final approach track, then it will swap to LOC navigation. If you’re not on the glideslope, you may need to adjust VS or pitch to capture the glide properly. Normal pilots rules apply : if it’s not doing what you expect, don’t just sit there, make it do it! Change nav source manually and fly the ILS. This is why, personally, I always set the course on preset nav as part of approach preparation. Hope that makes sense.