Graeme_77

You’re asking for takeoff power, cowl anti ice, while running the packs on the engines. IIRC this is not allowed. The procedures show takeoff and landing with the APU running and supplying the packs. There are options for cowl, or 10th stage, but not both. Also TOGA will not rearm ATS when the flight directors are displayed. You need to remove the flight directors, then press TOGA. This is a real quirk of the Challenger.

14th stage bleeds on?

Or put “L” into the ALD box to change it to LFL, as explained in the FMS Primer doc.

It’s not a manual, but I’ve addressed the fuelling stuff and basic FBO interaction in my first video, which shows the initial procedures, up to the point you’d transfer to the simulated FO. 25 minutes or so that should help any new 650 driver get started, further videos will follow too.

To be clear, it isn’t refuelling when you power the avionics on. The level of fuel in the tank isn’t changing. What you are seeing is the data from the fuel level sensors being filtered by the computer to present a stable figure. After power up, give it a few minutes to provide a stable figure. You’ll see the same effect after fuel pumping is finished. The rate of change of the fuel displays are effectively limited by this filtering, prevents the fuel displays flickering all over the place when in turbulence. This should all be explained on the fuel system study window.

I understand, but you’re asking for persistence in the non-persistence mode! The case you mentioned is why Career mode has states and airframes. You’ve left one aircraft in flight, and you want to dump that flight, and start a new flight: Either load to your new airport and choose the “entering runway” auto save, without restoring the trajectory, or (my preferred) save a state as “powered on, ready for fuel” when you have finished all the preflight checks. That way you have a state ready to go with all the avionics displays and options set to your preference, the kg/lbs setting and the registration letters all set as you prefer. Alternatively, create a new airframe if you regularly want to pause mid flight, then start another flight without finishing the first.

There may be some sequencing improvements possible in the checklist system there. Will add a note to look at it when possible.

Thanks for the feedback. Yes the avionics are non-volatile so a power down of the simulated systems is needed, even after a sim restart.

I don’t know what is triggering that fault, will need to check. No repair option, but then I don’t think that fault should be triggered either. In the meantime another report says it was fine on next power up, maybe you could report if that was the case too?

IIRC the the FUEL LO TEMP CAS message is for the engine fuel filter. As such, you’re dependant on the fuel/oil heat exchangers to bring the temperature up on the fuel feed - it doesn’t need the tank fuel to be warmed, and should clear within a few minutes of engine start.

That’s interesting. Was seen once in testing, but was unable to replicate despite many attempts. If you get it again, steps to reproduce (if you can remember) would be helpful to try and diagnose. And to be clear, to fix you shutdown the Challenger avionics and power, or reloaded via X-Plane?

VALT will transfer to VPATH when you hit the ToD. If you want to descend now, FLC or VS. Remember VNav is a modifier, not a discrete mode. When you intercept the target path, in any vnav modified mode (VALT, VFLC, VVS, VPTCH) you’ll go to VPATH and follow the programmed descent.

I’m not clear on what the issue is, but can you send me a screenshot of the whole PFD display please and an explanation of what you’re trying to do, and how? TVM

Not a problem. It’s all about learning, and whenever the devs and testers see those study windows open and being used, everybody is happy to answer questions!

That’s indicating an aileron PCU jam. All hydraulics auto/on? Roll disconnect handle stowed?

The pressurisation is mostly automatic, all it needs is an air supply (bleeds, packs) and for the pressure cabin to be secure (door closed, big lever latched, little t handle pulled). Worth checking the pack switches and the CAS panel to help diagnose the issue.

The issue here is the ATS system is in speed mode, and the target speed is 127 kts, so it has made a power reduction. Being aware of the flight mode annunciators or “FMAs” is key to flying a complex aircraft. It doesn’t matter what buttons are pressed on the panel, only the modes showing in the FMA strip and ATS panel. In this case you can see LNV1 and PITCH, with ALTS armed and ATS SPEED. The reason this particular issue has occurred is with LNV1 armed before takeoff, at 400ft the aircraft swaps from TO/TO to LNV1 and PTCH, but the vertical change from TO to PTCH results in a more subtle change on the ATS panel from “N1 TO” to “SPEED”, when the adjusts the thrust to follow the speed target. It’s more obvious in a real jet where the thrust levers move, but Airbus pilots with detent levers are conditioned to be aware of that thrust mode annunciator at all times, it’s the only proper way to tell what the automation is trying to do, so very similar to sim hardware in that regard. For takeoff we recommend speed be selected to 200 kts, or the departure speed limit if more limiting. Keep an eye on the ATS panel and you’ll see it swap to N1 mode when using TO or FLC, and SPEED mode when using VS, PTCH or ALT.

Thanks. The georeferencing is Navigraph, so would be good to report it to them. Thanks for taking the time to check it out.

Directly in the CL650 bindings, it's all by itself at the bottom, not in a group.

Yes indeed. Will be fixed, sorry for not spotting that before release.

Fire bottle refilling is not implemented in this version, but should be in the next. At the moment you'll need to create a new airframe, that one is in the hangar for an inspection!

All three sound like fun options, put them all together and you're Caribbean VFR at 250 kts ;-)

Could be the georeferencing isn't correct on the chart. Could you try viewing the same chart in the AviTab Navigraph and see if it has the same offset?

Thanks Ed, will check it out shortly and see what's happening there.

Flex is a customer option on the 650, but an option that is very rarely installed. The reason is it actually shortens engine overhaul intervals due to some assumptions that have to be made - if flex is used the engines have to be treated as if APR was used, which is not the case on a normal takeoff with APR armed. So flex shortens the overhaul life, increases fuel burn and reduces performance - hence not a desirable option. Maybe the only use is where an an airport has extreme noise limitations. It's not simulated on the Hot Start Challenger 650