JT8DNoise

Hi guys, things are working again. Thank you. Did deleted the CL650 output folder and checked the default audio.

I removed every add on scenery (nothing left in folder), I removed all the other resources as described. Restarted X-Plane, CTD CL650_Log.txt

See attached CL650_Log.text CL650_Log.txt

I downloaded the installer, followed the directions, loaded into the main X-plane directory, selected the 8gb or more graphics card (RTX2080ti). Started X-Plane, loaded a new mission, selected a random airport (KPSP), CL650. CTD happens at loading of cl650.act within seconds of hitting start. I redownloaded the installer, completed another install, same problem occurring. Thank you for your help Log.txt

We use a flip down FLOW sign to remind us, a audio warning as you suggested is a great idea

Try turning off temp comp, IDX Page 2, Temp Comp, Temp Comp Off, Execute

Hi, you have to walk up to the fuel servicing door, place your mouse pointer over the door, push the door closed and then close each latch carefully. Some IRL operations require prior to engine start, a last chance walk around check, this requires one of the crew to walk around the aircraft looking for open latches or doors, chocks, covers, FOD, wing contamination, etc. Lots of things get caught with this method. Rob

Can I please have an invite to Discord? CL-650

Hi, during a cold-weather start up, you can start the aircraft APU at -40°C, ensuring that you have a minimum of 22 V for your APU showing on your DC electrical page. You can also start your engines at -40°C, when you do this, you will likely have a very high oil pressure during the start and obviously a low oil temperature. You do not want to increase the thrust until you have oil pressure in the green! The engine oil temperatures must be in the green for takeoff. There is a note for oil pressure that after cold start you might see 156 psi, 130 psi at idle for 10 minutes maximum. It also states that engines must remain at idle until oil pressure returns to within the normal range. Another cold-weather consideration is before the first flight of the day when the airplane is called soaked and an ambient temperature of -30 or below for more than eight hours, the engines must be motored for 60 seconds, and fan rotation (N1) must be verified, before the engine start is initiated. Thrust reversers must be actuated until deploy install cycles are less than five seconds. So to summarize you can start if the temperature is -40°C, you must have 22 V or greater for the APU to start, once you start the engines, as mentioned you were going to have a high oil pressure, low oil temperature, You should not increase the Thrust of either engine and (remain at idle) until the oil pressure returns to normal. As far as takeoff, the oil pressure and the oil temperature all have to be in the green. Hope that helps, Rob

Hi, during a cold-weather start up, you can start the aircraft APU at -40°C, ensuring that you have a minimum of 22 V for your APU showing on your DC electrical page. You can also start your engines at -40°C, when you do this, you will likely have a very high oil pressure during the start and obviously a low oil temperature. You do not want to increase the thrust until you have oil pressure in the green! The engine oil temperatures must be in the green for takeoff. There is a note for oil pressure that after cold start you might see 156 psi, 130 psi at idle for 10 minutes maximum. It also states that engines must remain at idle until oil pressure returns to within the normal range. Another cold-weather consideration is before the first flight of the day when the airplane is called soaked and an ambient temperature of -30 or below for more than eight hours, the engines must be motored for 60 seconds, and fan rotation (N1) must be verified, before the engine start is initiated. Thrust reversers must be actuated until deploy install cycles are less than five seconds. So to summarize you can start if the temperature is -40°C, you must have 22 V or greater for the APU to start, once you start the engines, as mentioned you were going to have a high oil pressure, low oil temperature, You should not increase the Thrust of either engine and (remain at idle) until the oil pressure returns to normal. As far as takeoff, the oil pressure and the oil temperature all have to be in the green. Hope that helps, Rob

On a typical departure, where terrain or obstacles are not a factor, at 400 feet the pilot flying (PF) asks for vertical speed mode. This is typically done where you have a low level off right (KBFI) right after departure, if you use FLC, the pitch angle is too high and you will likely overshoot the level off. If you were on a departure in mountainous regions (KASE or CYLW) or terrain is a concern, at 400 feet the PF will ask for FLC 250. A typical after takeoff check: landing gear up, flaps up, thrust reversers off, ignition as required, 10th stage bleed transition (Right 10th stage bleed press in, 10th stage isolation press out, left Left 10th stage bleed press in, APU LCV press out, climb thrust set (this is done through the FMS CDU (press PERF, select CLB) - Thrust Limit page. N1 Climb is displayed on the primary EICAS page, ATS window. Pressurization would be checked (building diff pressure), and CAS messages would be verified as checked (nothing unexpected). Rob

APU SOV/APU PUMP/APU NEG-G SOV CAS issue solved with external APU panel reset. APU started normally after reset. Reset ADC to both, ADC failure appears to be gone. MFD has reset itself.

Good day, I am extremely impressed with the CL650, I fly one irl. I had an APU SOV/APU PUMP/APU NEG-G SOV CAS, used QRH2 and then accomplished a ground air start. While in cruise I had an ADC 1 failure occur randomly (which is cool btw), set to ADC 2, swapped AFCS sides, reengaged AFCS, happy day. Same flight, had a right MFD failure, no resolve, besides reverting MFD Now another day, still have all aforementioned snags, how do you reset the aircraft (get maintenance lol) for the CL650? There are some touch points that need some revision, specifically the Bleed Air Duct Test Switch (almost never works for me) turning to the right Loop A/B Test. Thank you Rob