FYG001

Another 'aha' Erlebnis I will finally be able to get these oil pressure readings out of the red! Cheers

Aha! But clicking on the item in the ground services menu brings up a picture how to do it, doesn't top up?

Need to top up the oil, but can't open the aft equipment bay. Handle is not clickable. Whatever I try. Latest beta version. Thanks for any help

Business jets fly not nearly as much as airliners do, and also are kept much cleaner than the big ones. And this applies even more so for the interior

Both, you see we still had 3h27 to go to KBGR, using roughly 1850lbs per hour, so very rough 6300 lbs, leaves 2400 for alternate and holding

Hi bpcw, good point, it is definitely much more like in the pictures which have been taken with different lights and camphones. I have made the point before to Hot Start, but Pils wrote in January that this was not a priority for them.

Got a few more from a recent flight showing the aircraft easing into Le Bourget

My pleasure, If you have some pictures of your project, our Pilots would love to see them!

I'll paste the dimensions here, to be available for all All in cm 13.6 cm Elec width 14,5 cm height 12,2 cm middle height 29,5 cm 21,2 x 28 cm all identical 4,5 x 38 Cdu height 16, width 14,6 5,3 x14,5 for DCP CCP height 9 cm, width see DCP

And do we know Rich here!

Hi Zhivko, will take care of the measurements For TWIP https://www.faa.gov › air_traffic › flight_info › aeronav › acf › media › Presentations › 16-02-RD289-TWIP-Revised_AIM_guidance_Watson.pdf Our Pilots love it

Thanks Goran, but I would be very surprised if I rotated at 190 kts on the 4500ft RWY where it happened I also always use the V speeds call out script, rotating exactly on the Vr call-out. Anyway, did not happen again. Curious, do you have some system degradation for the airframe or engines after x hours of flying? Also cosmetically?

And the boys sent me some more today, always nice to see how well the aircraft is modelled. Intra European flight after maintenance

@Zhivko - let me know what you need and I'll get it

One of these key-posts on this forum

After almost 300 H flying the Challenger (which is incidentally approximately what our pilots fly the Challenger IRL), and more than 300 flighths, the aircraft keeps amazing me. One of the last flights it threw a NOSE DOOR unsafe at me after take off. Into the hold for trouble shooting, and at the third recycle I got the warning off. Yesterday I had a 'sticky' APU LCV valve, would not open. ASU start and I was on my way. After a complete power down the LCV came back to life. Same flight I had the ATS FAIL, not a biggie and good to really get the feeling for manual trust, cleared after a complete power off. I am wondering is this intentionally built into the aircraft? I have failures OFF(VATSIM controllers don't like aircraft failures). Or is this wear and tear on my machine? Any way, it teaches you the systems and the study guide is invaluable in those cases. Finally, knowledge of the fuel systems through amongst others the study guide, helped me in explaining a fuel problem we had on our CL650 recently. I was looked at in amazement - how does he know all that? ;-)

Sorry, even with a newly generated airframe, problem remains... The only way around is starting with non persistent state, C & D. Something appears to be saved with the persistent state that blocks the APU from starting?

Allright, thanks for the help Pils, as always

I have now reinstalled the aircraft from scratch, problem persists

I have added the electrical scheme, part dealing with the APU and all seems correct, but still the APU doesn't start Checked the FCOM 2 of the CL650 but no hints either Also checked the fuel system and that looks good too

Thanks for the suggestions, Option 1 I did many times, Option 2 also used, no joy

Guys, this problem returned to me, probably after a switch of aircraft. XP12.03R1. Here are the conditions: APU Battery connection active in the Ground services menu (even though the below screenshots says OFF, it is ON with white bullet lit at the front of the selection line) APU CB's on CBP 1 Row L in and checked APU ECU reset on the little aft panel many times In different conditions related to the APU switchlight buttons, in /out and mixed In the Study section APU shows starter loads up to 7.000 Hp before dropping off Stopped, restarted XP12 Switched aircraft and restarted Repaitred all damage All to no avail, APU does not start - switchlight PUMP FAIL / SOC closed - and on the MFD APU SOV - APU NEG-G SOV - APU PUMP Log.txt

Hi Skiselkov, fully clear, thanks Hi Pils, the first one in the list were helipads, hence I assumed the others would be as well. But NOT saying that the MFD shows the helipads

NEAREST APT MIN RWY is set at 6000

Right, hospital helipads, but they should not show up with min RWY length in the FMS set at 6000 ft, correct?