Leaderboard

Morlock Aviation LES DC3v2 View File Morlock Aviation Olive Air N249CM Submitter steffi Submitted 08/22/2024 Category Vintage Livery For https://www.x-aviation.com/catalog/product_info.php/les-douglas-p-237  

Should be out very soon.

This comes up when pressing the TO/GA button on the side of the throttle levers. There’s a command in the CL650 tree for these buttons. Or try search for “take_off_go_around”, I think is the default. There’s also commands for the flight director sync buttons on the control wheels (search for “sync”), or use the default control wheel steering.

Here are the things that can ruin the perfectly executed trip in challenging weather or otherwise: Did the wifi/internet and TV (if equipped) work seamlessly? Was the car (that they arranged and gave us zero info on) there on time ramp-side (if allowed)? If not - was there a van ready to take them to the jet from the FBO ramp-side door to the plane - even after the passenger(s) wandered off to the restroom or took a 10 minute phone call and the van couldn't wait any longer? Did we have umbrellas ready despite arranging the van in the rain - not knowing they wanted to walk or didn't want to wait (due to what happened just prior?) Were we able to get the obscure flavor of coffee flavored M&M's that the lead asked for 2 hours prior to the trip? Did the printer work? Were we able to fit the 4ft long scale model of the yacht in the wooden crate - that we didn't know was coming - into the baggage compartment? What about the artwork? Were we able to deal with the last minute notification that the passengers were bringing a dog with them on this international leg? Were we able to work through the issues created when the passengers decided to leave a passport at home - with zero impact to the passenger? Or related - did a passenger bringing a passport number not matching the information on the manifest cause any delays? Were we able to change the weather and depart in the moderate freezing rain on time? Was the rental SUV they had us arrange on their behalf without giving us basic info (drivers license, loyalty numbers) adjacent the airplane on arrival - with no requirement for them to 'go inside' to show a DL or CC? Were the chicken tenders the boss asked for still appetizing after sitting in the convection oven for 5 hours before she decided to come get them at Top of Descent? (no FA) The rest of the A to B stuff is part of the base expectation.

I find incident/accident report always highly interesting (and sobering). They often give a unique insight in the machine, the way it is operated, the HMI, the procedures etc etc. Even for the flight sim pilot they contain great value. The below one for CL60 D-AAAY definitely caught our attention S2-2022_Bombardier_CL-600-2B16__604__D-AAAY.pdf

Quick note. The incident aircraft was a 604. The sharp eyed Hotstart 650 pilot might look at the report wondering why the systems diagram in the report shows Flap motor power from AC BUS 1 (Motor 1) and AC BUS 2 (Motor 2) - yet on the 650, Motor 1's breaker is located down on CBP 3 (B11), which is the AC ESS BUS. Motor 2 is still behind the right seater's head on CBP2. (B5) [AC BUS 2] As we transitioned from the 604 to the 605/650 one item we rejoiced over during differences training was the new power source for Flap Motor 1, the AC ESS BUS. On the 604 we we weren't blessed with ESS power to a flap motor - which meant no flaps on the ADG. This is the same diagram from the 605/650 FCOM.

Appreciate you posting this. Root cause still being pursued, and awareness to operators. Managing this failure scenario when it is added would include: - awareness, identification (drop in speed, change in attitude, flap position indicator on the glass) - timely reduction speed to below 45 deg Max Flaps Extension (VFE) speed to avoid structural damage and beyond.