mraviator

Yes, 1.7. The only entries I made were departure KBJC and 30R runway selection, destination KDEN. Nothing else in the flight plan or FMS. It was very early on in the setup process. I'll see if I can reproduce it later tonight, if so, will provide better steps.

Fresh CL650 install on 12.04b3 (yeah, beta...) on Windows. On the ground running APU only and messing with FMS. I forget exactly which key I pressed to cause CTD, but think it was a Menu key. 2023-03-01 12:30:09 CL650[gps4000s.c:2940]: WAAS data download successful 2023-03-01 12:30:11 CL650[gps4000s.c:2979]: EGNOS data download successful 2023-03-01 12:30:34 CL650[fmc_subsys_pos.c:4573]: assertion "leg != ((void *)0) && leg->leg.wpt1.type == WPT_TYPE_RWY && (leg->flags & FPL_LEG_FLAG_ORIG_WPT)" failed: Backtrace is: 0 00007FFAD004CD29 C:\WINDOWS\System32\KERNELBASE.dll+000000000002CD29 () 1 000000008049FF41 C:\X-Plane 12\Aircraft\X-Aviation\CL650\plugins\systems\win_x64\systems.xpl+00000000004AFF41 (fmc_pos_do_rwy_update+101) 2 000000008046A147 C:\X-Plane 12\Aircraft\X-Aviation\CL650\plugins\systems\win_x64\systems.xpl+000000000047A147 (legs_key+877) 3 00000000803DCE7E C:\X-Plane 12\Aircraft\X-Aviation\CL650\plugins\systems\win_x64\systems.xpl+00000000003ECE7E (fmc_main+35e) 4 0000000080573360 C:\X-Plane 12\Aircraft\X-Aviation\CL650\plugins\systems\win_x64\systems.xpl+0000000000583360 (runpool_worker+11f0) 5 0000000080569E1F C:\X-Plane 12\Aircraft\X-Aviation\CL650\plugins\systems\win_x64\systems.xpl+0000000000579E1F (_lacf_thread_start_routine+f) 6 00007FFAD0BE7614 C:\WINDOWS\System32\KERNEL32.DLL+0000000000017614 () 7 00007FFAD23A26A1 C:\WINDOWS\SYSTEM32\ntdll.dll+00000000000526A1 () --=={This application has crashed!}==-- Log.txt

No issues starting the engines dozens of times since buying the aircraft. Today, with APU running, neither 10th nor 14th stage buttons ever lit up, and I don't know why. I even tried with an air compressor and verifies good air supply from that or APU, but it's as if teh valves would not open. One-off glitch fixed with new airframe or something else?

Ok thanks. I completed the flight but then got a CTD during shutdown, log attached. Will try a new airframe. Log.txt

1. Departed KBJC 33R 2. Rotated, commanded gear up 3. Started right turn and CTD Log.txt

Route was PADU 53N/150W ORNAI CYVR

CTD occurred on descent into Vancouver from the west On autopilot, VNAV and NAV I (believe) I was switching form VNAV to V/S when the CTD happened Log.txt

Thank you both for the information and the video. I completely misunderstood the system, but have it now figured out and replenished oil.

Over multiple flights I have been watching the oil quantity decrease on the engine state screen. Even though I fill it up with cold engines before a flight and the indication there shows full. It finally got to the point where I had to shut down the left engine during descent on the recent flight because it's nearly empty and went red. After landing, the quantity on the oil replenishment screen showed full. Is this a bug?

Interesting...it sounds like I messed myself up here at some point. Thanks, I will give that a shot on my next flight!

ATS used to work, for some reason no more. I reset it to remove the Fail message, then before takeoff press the TOGA buttons for flight director pitch command and then the ATS button. But the green lights don't come on and ATS stays disengaged. That procedure used to work, maybe there has been a change I'm not aware of.

My ATS has not been working for some time, and I just now notices under the Study panel that all ATS related items simply show PID reset. Meaning?

Just adding that I also cannot get ATS to engage. It worked great for many flights and stopped working a week or so before the 1.1 update.

After using ATS successfully on may flights under version 1.0, I seem to have lost the ability to engage ATS altogether. I follow the checklist and always received TO N1. If there was a fail, I clicked the ATS disengage button I have mapped to my joystick. I can still clear the FAIL, but when pressing ATS button (before or after TOGA switch with or without FD showing), I never get the green lights on either side of the ATS anymore. I end up flying with manual throttle, which works fine as well. But I'm wondering if anything changes on the system, even before version 1.1?

On this topic, is there a post detailing the various failure modes? I lost IRS mid-flight (5 hours flight..) the other day and...that was interesting :-) Curious what else can go wrong (I'm guessing just about anything).

Setting takeoff V speeds used to work. Now, after pressing send and speeds turning magenta, for a second or two, I get VSpeeds Deselected error every time and they are not transferred.

I'm also getting the rejected message. Triple checked simbrief number is good, cleared out previous flight, no joy. After generating the plan on SB, is there another step? Does my subscription need to be current? I ensure I get a green "Your route is valid for AIRAC XXXX" first since I have an outdated database.

Your have a sharp eye! It was wrong for about 10-15 minutes until I read it again, corrected it and added the chart.

I think we are saying the same thing - faster when heavy, slower when lighter. I took a look at the CL650 SAR Chart a while ago and the LRC line did not quite make it to M0.77 at heaviest weight and was significantly lower than that at lightest weight. I just bought the aircraft yesterday and only have four flights under my belt so far, but great to hear LRC can be maintained via FMS! More to discover.

Note that to fly LRC, you will need to decrease speed as you get lighter in weight, which is counter a constant Mach required on NATs, for example. A Q400 SAR chart I found online. Note the red line showing decreasing KTAS with decreasing weight (from bottom to top).

For AI, you would typically engage that when SAT is 10C or colder and you are in/near moisture (clouds, fog). Aircraft performance data with CAI or WCAI on is typically limited to 10C. If you run it when warmer, you rob precious thrust (=performance) and may overheat things.

They have their reasons. One aspect is that aircraft performance data is a commodity and also provides insight to the (very competitive) performance characteristics of an aircraft. Plus, there is likely a liability issue as these manuals are strictly controlled with revision levels as they are updated. TL;DR: you need to buy a jet to go to ground school at Flight Safety, SimCom etc to obtain a manual. They are not just handed out. Although you might be able to buy an uncontrolled copy from Bombardier for (guessing) a few thousand USD for personal use. But uploading that to the internet for general use would likely get you into trouble :-)

On business jets, you will typically climb and descend at a specific speed schedule. Example, 250/300/M0.78 means you start your climb at constant 250 KIAS until reaching 10000 ft (speed limited to 250 KIAS below 10000 ft), then pitch nose down to accelerate to 300 KIAS, then hold 300 KIAS until you reach the crossover altitude where 300 KIAS matches Mach 0.78 (high 20s, low 30s altitude, depending on the speed pair). At that point, you toggle to Mach hold and climb a constant Mach to your cruise altitude. You can achieve this by using the FLCH (Flight Level Change), which should hold you selected speed using pitch at whatever thrust setting you have set (typically you would set CL (Climb) thrust. Descent is the same, but in reverse (0.78/300/250)

Stick with Simbrief. I've done some comparison with ForeFlight performance calculations and they are very close between one another (and ForeFlight is based on the full Bombardier performance datasets). In general, the higher the better, unless unfavorable winds work against you (lower fuel flow and better KTAS up higher). If you're pushing max range, you might not be able to cruise at the highest flight level initially and will need to level off prior, and then step-climb up higher when lighter. Basically if you're struggling to get to your desired altitude, you're likely hot/heavy. Cruise lower for an hour then step up 2000 ft.

Jet manufacturers typically do not allow the AFM and QRH manuals to be published online for anyone to use. I have a copy of the real manuals through work (and no, I can't pass it along...). What has been provided by Hotstart is sufficient.