FYG001

If Flightawre blocks the tail - which they often have to do in the FAA LADD programme- you can also use ADS-B Exchange using the ICAO code of the tail and the HISTORY function

Return to base usually avoided, due to the costs of the empty flight. If you fly for the owner you stay as long as the owner stays put. If you are in charter, if you are at a busy hub there might be PAX at that hub for the next flight. If you are at a smaller airport, you may well have to position to a nearby hub for the next assignment. What you can do is follow a real Challenger on Radarbox24 and simulate those flights. What I used to do was fly a particular tail, and try to fly the 30 most visited airports by that tail. Else you can follow it day to day. All data is available in Radarbox24 if the tail is not blocked. I see eg that VJT 9H-VFF is a tail livery that is available on this forum. Quick look at Radarbox24 learns the following : one gives the most visited airports, the other one some recent activity.

Indeed I didn't! Looked at all the FAAV video's. Thought it would be nice as a subject topic for quick reference if anyone has the same issue. Pilots are telling me the screen looks exactly like the real one.

If you always fly the Challenger at night like I do, starting from the cold & dark, you probably had also difficulties in finding the lights for the cabin. I looked everywhere in the BBA manuals but could not find it. So I consulted one of the pilots and bingo: in front of the door in the galley, right hand upper side there is a dark LCD touch screen which allows you to control all the lights. AC/DC Utility switch in the overhead panel must be ON. Another one out of the way!

This 'bouncing' effect is definitely here, another approach, this time ILS 22L at EBLG, and the A/P definitely is definitely very twitchy. Disappears the moment you go manual.

I'll try to give a quick simplified overview of the required Landing Distances, so... DISPATCH phase (before the aircraft is in flight) DRY = ALD x 1.67 WET = ALD x 1.92 IN FLIGHT (LDTA - Landing Distance at Time of Arrival) DRY = OLD data from QRH with RCC code 6 (see added file) WET = OLD data from QRH with RCC code 5 (see added file) OR DRY = ALD x 1.48 WET= ALD x 2.03 The latter is clearly more penalizing but is easier to figure out ;-) Approach and Landing Data.pdf

Similar here, dancing around with noticeable speed changes, but on RNP APP EDFM RWY 27, AP coupled, 23011KT 200V260, smoothened out the moment I disconnected AP

Probably well known, but connected to the subject of this topic: In range checklist is executed when descending through FL100/10 000ft.

Excellent post Rich, as always. The CL650 OLD data is exactly the same as for the CL605. I have attached it below. Intyerestingly, you are better off using the OLD data than the factored ALD data. I can also fill you in on EASA and the 80 pct. EASA allows since August of last year what they call 'Reduced Required Landing Distances RRLD'. The conditions to go for it are pretty stiff: limieted designated airports, training for that airport, flight data monitoring on landing distances etc. I know of one EASA bizjet operator who has obtained CAA operational approval for it. Approach and Landing Data.pdf

Thanks Oisin650, how can you get to this menu please?

AFM limitations on A/P use

Fully agree!

Exactly, that was it indeed! This airplane ROCKS in realism ;-)

Impressive Pils! But no all CBs are in. I really have no clue. Just restarted and the 3 CAS messages are still there. Consulted with our CL650 pilots, they also have no clue... except... Hurray, a long press on the APU exterior RESET button cleared the faults, and had the APU started. Unbelievable this aircraft!

Will check these CB's this evening - if that were true this takes the realism to another level!

On startup from COLD and DARK, and trying to start the APU I received the following 3 CAS messages: APU PUMP APU NE-G SOV APU PUMP FCOM 2 says the following: see picture However NOT how to solve the problem. APU FIRE SWITCH was NOT pushed. Aircraft restarted multiple times in non persistent. RH tank more than sufficient fuel. Also an APU reset on the external panel did not help. I was able to start on ASU, but not able to solve the APU problem. So clearly my APU is not getting any fuel because the SOV is closed. But why o why is it closed? Any ideas?

Hi Pils, sorry no, I did not report the CTD in the CTD forum, it was such a stupid move to try to overwrite the date that I did not deem it right to report ;-)

Hi Rastuasi, CTD happened after I tried to verwrite the data in the STATUS field, not by not having teh correct database. But what defintely did not work for me was RECALLING the Simbrief Flightplan with a sim date that was outside of the Navdatabase date field . When I changed the sim date to fall within the Navdatabase period , I was able to recall again. Odd?

After some (self induced) errors yesterday, I think it might be useful to publish a few thoughts on the AIRAC cycle. As is known aviation data is published in cycles of 28 days, always starting on a Thursday, I believe 0900UTC. Yesterday 24 March was such a date when cycle 2203 came into force. download your data file with the Navigraph FMS Data Manager Startup the CL650, and IMPORTANT - tick the box to 'Use real world date and time' If you don't you'll mess like me, having a date in the PAST cycle : unable to download the Simbrief FPL, STATUS of the database staying yellow Don't try to change the date in the FMS STATUS page, it led to a CTD with me In the STATUS page cycle the OLD for the NEW database And you are good to go These are the next cycles for 2022

Indeed, planning requires a factor of 1.67 in dry conditions, and 1.92 in wet conditions. Once enroute you use LDTA with the RCAM

Here is to refuel from non-persistent mode (which is the mode I always use) SELECT Ground services-> refuel -> internal panel and, Ground services -> refuel -> refuel truck I put one window above the other and energize the internal panel, and set in Preset the required quantity in USG on the 'Fuel truck'. And press ENTER on the truck panel seems to be necessary to have the fuel truck stop at the preset quantity. LBS to USG Handy rule of thumb to convert lbs to usg is to divide by 10, divide by two and add to the first value. E.g. 1500 lbs uplift required : 150 + 75 = 225 USG

Incredible!

On a recent flight into ELLX I had an 'EFIS MISCOMP HDG', with the left rose being approx 15 degrees off when on the LOC. for RWY 06 It is impressive that Hotstart simulates this. The FCOM 1 advizes the following with this message: (1) Flight instruments and Integrated Standby Instrument..........................Cross-check (2) Reversionary panel, IRS switch.......................................... Select to reliable alternate source. As I was visual I continued the APP so I did not get round to switching to teh reliable source, but I would not be surprise if Hotstart had also this correctly modelled

Right Pils, changed that into 4 cores. Luckily no effect on the FPS. Actually with my definitely less than stellar rig I get decent frames on the Challenger. Usually 40-ish, when going 'heads down' up to 55. So the aircraft is definitely flyable on such a rig.

I was online with VATSIM in NW EUR yesterday as well, also using ASXP, and no complaints from ATC on level /altitude.