VictoryAJ

Here are the things that can ruin the perfectly executed trip in challenging weather or otherwise: Did the wifi/internet and TV (if equipped) work seamlessly? Was the car (that they arranged and gave us zero info on) there on time ramp-side (if allowed)? If not - was there a van ready to take them to the jet from the FBO ramp-side door to the plane - even after the passenger(s) wandered off to the restroom or took a 10 minute phone call and the van couldn't wait any longer? Did we have umbrellas ready despite arranging the van in the rain - not knowing they wanted to walk or didn't want to wait (due to what happened just prior?) Were we able to get the obscure flavor of coffee flavored M&M's that the lead asked for 2 hours prior to the trip? Did the printer work? Were we able to fit the 4ft long scale model of the yacht in the wooden crate - that we didn't know was coming - into the baggage compartment? What about the artwork? Were we able to deal with the last minute notification that the passengers were bringing a dog with them on this international leg? Were we able to work through the issues created when the passengers decided to leave a passport at home - with zero impact to the passenger? Or related - did a passenger bringing a passport number not matching the information on the manifest cause any delays? Were we able to change the weather and depart in the moderate freezing rain on time? Was the rental SUV they had us arrange on their behalf without giving us basic info (drivers license, loyalty numbers) adjacent the airplane on arrival - with no requirement for them to 'go inside' to show a DL or CC? Were the chicken tenders the boss asked for still appetizing after sitting in the convection oven for 5 hours before she decided to come get them at Top of Descent? (no FA) The rest of the A to B stuff is part of the base expectation.

Quick note. The incident aircraft was a 604. The sharp eyed Hotstart 650 pilot might look at the report wondering why the systems diagram in the report shows Flap motor power from AC BUS 1 (Motor 1) and AC BUS 2 (Motor 2) - yet on the 650, Motor 1's breaker is located down on CBP 3 (B11), which is the AC ESS BUS. Motor 2 is still behind the right seater's head on CBP2. (B5) [AC BUS 2] As we transitioned from the 604 to the 605/650 one item we rejoiced over during differences training was the new power source for Flap Motor 1, the AC ESS BUS. On the 604 we we weren't blessed with ESS power to a flap motor - which meant no flaps on the ADG. This is the same diagram from the 605/650 FCOM.

I see colorful breaker collars in our future for 3-B-11 and 2-B-5 similar to what we have now on the 2F8 and 4B8 Stab trim breakers.

Correct.

Continued from my prior post, this screenshot is from a more reliable HUD publication and is more accurate:

The TRLI comes along with selecting TOGA. IRL the TRLI is immediately available at rotation. The source cited above is from a training vendor's HUD client guide. More than occasionally things will be lost in translation from the source material to the 3rd party pubs. The current sim implementation is based on the client guide (your screenshot) - and the TRB (as the 3rd party has renamed it from TRLI) does not appear until 50ft RADALT. IRL we do not rotate into 'never never land' on the HUD with no pitch target. As the nose rises and the 10-15 degree pitch tape becomes visible - the TRLI is indeed there for you to rotate into. I provided feedback and believe this will be corrected in a future update. As soon as you transition from TO to another vertical mode, the TRLI vanishes. (Pressing sync on the yoke being one example - which changes the vertical mode to PITCH, or pressing VS is another example)

Assuming you are comfortable flying normal profiles and are proficient keeping up with the airplane in general of course, so you're basically up for a challenge.... KTEB RUUDY6 Departure from KTEB. Climb Via the SID. It's a right of passage. Uncle RUUDY continues to challenge IRL pilots to level off initially at 1500ft while actually making sure the jet is on the lateral track. Learn the correct phraseology and procedures for a "Climb Via" clearance. Don't forget the top altitude! ILS 6 circle to Runway 1. This is typically done when winds are gusty from NW where the crosswind landing straight in becomes a real issue. Set your weather VFR but once you get comfortable - try this with winds 310 to 340 sustained at 16 to 20, with gusts to 32 once you get comfortable. https://code7700.com/kteb_circling_conundrum.htm#gsc.tab=0 Also pay close attention to the ILS itself - as the 1500ft at DANDY is mandatory. You will usually be vectored onto the approach just inside VINGS at 2000, and will be cleared for the approach with a reminder to cross DANDY at 1500. This is important - for the same reasons leveling at 1500 on the RUUDY6 is important. (There's a big airport next door to TEB) You can't just arm approach and let her grab the GS from VINGS as you'll miss the 1500ft step down. How will you fly this approach in terms of automation? How will you program the FMS to help you? What's your plan rolling out on final, and then seconds later around 300 AGL you're told to go around because traffic in position didn't takeoff yet? Are you setup for the published miss? Which published miss are you flying? How are you joining it? IRL tower is likely to issue the GA and instructions, but they're out of the office today.... KASE LOC DME E with wx=CAVOK, and calm to light winds favoring 15. Start easy. https://code7700.com/kase.htm#gsc.tab=0 Read all of that. Now read it again. Typically if coming from the east, Denver/ASE approach will bring you in on a left base vector north of DBL at 14000. From the west I often see them loop you around the south side of DBL and do a left 180 to join the sequence. Can you accept an approach clearance for this approach? If you acquire the airport visually after cleared for the approach - can you descend below the stepdowns on your own with no further ATC interaction once the airport is in sight? What can you expect from the EGPWS on this approach (it's clearly audible to the folks sitting behind you) Lots to think about on this one. Go fly it a few times and you'll start to figure out why. Surely you will execute the missed at some point. How will you setup for it, and how will you logistically execute it/manage it in terms of FCP selections, FMS and NAV setup? How will that vary if you execute the missed before the MAP? Assuming you make it to 500 AGL stabilized for RWY 15 on the PAPI and tower tells you to go-around, and as you start climbing......pull an engine back to idle. What's your plan now? From over DBL , fly the Hunter Creek visual to runway 33 with winds 320 at 10, gusting 16. Watch out for the paragliding over Aspen mountain - and watch out for Aspen Mountain! Don't anger folks in Aspen Village with your noise either. (I've not seen this done IRL in the CL, but there are plenty of Citation and similar video I've seen.) https://youtu.be/zgg8PkAqTew Departing ASE you will get the LINDZ9 and you will likely be a party to the WRAP outlined in the code7700 link. Pretend you have 6 pax with plenty of bags and you're heading east to KHPN. Can you make the climb gradient if you lose an engine? Fun visual approaches in NY area - especially good if you have some good NY scenery: KLGA Expressway Visual 31 KJFK Parkway Visual RWY 13L/13R KEWR Stadium Visual 29 SBRJ Fly any of the RNAV approaches to the prescribed visual tracks, for example: RNAV (GNSS) C RWY 02R or the RNAV (GNSS) D RWY 20L Be careful with your pre-flight planning in regards to landing performance KSNA Fly the DSNEE5 RNAV Arrival from the West to land ILS 20R. Read up on SNA Noise abatement procedures here: https://www.ocair.com/business/general-aviation/pilot-information/noise-abatement/ Dig into the books to see what you can expect from your CL over the monitors Read up on your NADPs and depart both 20R (typical) and 02L (rare) and Climb Via the PIGGN3 Departure in VNAV incorporating your NADP. LFLB ILS Z Rwy 18 to a missed approach or to the VPT RWY 36

Kirk, Some of this will be difficult minus a brief video or stream - which I hope to get to soon. The combination of HUD symbology that is located near the center of the ADI offers a lot of information in a small space. Flight Path Vector Symbol Acceleration Cue Speed Error Tape During approach you will also add the Glideslope Reference Line to this mix. With this combination, with a very tight 'scan' you can ascertain the jet's energy state - your deviation from your set speed, where the jet is actually pointed, and if the FPV is on top of the glideslope reference line (typically 3 degrees) and both of those are on top of the runway threshold behind it - life is good. If this isn't the case - all of the info to fix it is right there. Your eyes do not have to scan between the outside world and the PFD. (Especially beneficial if you need reading glasses or cheaters - because the PFD is often in that zone beyond which cheaters are effective, but not far away enough that it's not a little difficult. The HUD is set to optical infinity, so it's as if the symbology is a part of the outside world - once you're accustomed to it) Some folks have a hard time 'seeing' through the HUD IRL and getting accustomed to it - I used to be one of those folks. I likened it to someone holding their outstretched hand in front of my face. I could either focus on the hand or what was behind it - but not both - so I dismissed the HUD as a distraction. Then I spent some time as a flight sim enthusiast (100 hours or so) flying the VRS Superbug on FSX and the Falcon in Falcon BMS. I was able to learn the value of the FPV and, on those aircraft, the AOA "E Bracket". The Challenger is not an F/A-18 of course, and we aren't landing it on a carrier - but the bulleted combination I listed above, provides similar information in the same small space. Seeing through the HUD takes persistence and practice. It took some time to fight the urge to spin the HUD brightness to zero around 100ft above touchdown so I 'could see' and land well again. Yes, as I learned how to look through the HUD the landings were occasionally firm. Situations which I specifically enjoy / leverage the HUD: Visual approach vertical awareness: The glideslope reference line (GRL) at the typical 3 degree position within the pitch ladder....you can practically extend this in your mind off the HUD's edge to get an idea before lineup is complete if you are high or low. If the threshold is below the GRL, you're high, and if the threshold is above the GRL, you're low. It doesn't take much to interpolate and get an idea of the approach angle you're actually on. For example, if the -5 degree pitch ladder line is superimposed over the threshold.....you're really high! Imagine flying a 5 degree PAPI and how steep that would be. That is exactly what that would mean - you're on a 5 degree path to the threshold. Adding to this - not every runway is served by VGSI equipment (VASI, PAPI, etc). Having the HUD with that GRL gives you vertical path awareness. (Terrain/obstruction clearance, however - is on you, meaning that although the HUD tells you the angular path you're on to the runway......that is ALL it's telling you.) Weather deviations: The FPV answers the important question of 'will we be in THAT buildup?'. Even before I learned to appreciate the HUD - I used it for that purpose, almost like a submarine captain reaching for the periscope. I'd pull the HUD down to answer 'that' important question. And - you can easily tell how far left or right you'll need to deviate because the heading scale is right there. Not only left or right - but will we be over that stuff? AOA Limit awareness / Stall recovery: In the big sim you can tell the difference between a HUD pilot and a PFD pilot during the stall recovery series. The HUD will display an AOA limit cue as the jet hits .70 units AOA. The FPV touching the AOA limit cue will be when the shaker fires. As you go through your stall recovery memory items - the HUD shines in answering that question of 'how much do I lower the nose / reduce the AOA' It's easy - get the FPV under the cue - and keep it there. The recovery back to normal flight is also greatly aided and accelerated because if you pull too hard (accelerated stall) you will see that AOA limit cue plummet back at your FPV. The pilots using the HUD properly are very smooth with their stall recoveries - and they don't arbitrarily dump the nose and unload excessively because they have INFO! (The cue vanishes at .65 units during the recovery) Windshear Recovery: Same as the AOA Limit awareness. You can firewall the jet and raise the nose to the AOA limit - and have a nice reference to efficiently maintain an appropriate recovery attitude. Without the HUD we'd be told to get that nose up to the shaker and just keep it out of shaker. That was a little difficult to do without actually 'finding the shaker' and reducing a little. Windshear recoveries in the big sim are often this rapid pitch upwards with sporadic encounters with the shaker - and sometimes depending how un-smooth the captain is - some encounters with pusher. Watching the sim from the outside observation platform is entertaining when they're doing stall recovery series and windshear encounters. The HUD makes it not-so-entertaining for the cheap seats. CFIT recovery: The FPV doesn't lie. If the FPV is pointed at granite - you're going to die. Move the FPV elsewhere. Normal boring level offs and turns: The FPV symbol has gull wings on it. Those aren't because they want you to feel like an F4U Corsair pilot. The angled portion of the gull wing is 30 degrees. You can keep your eyes in the center of that scan with all the stuff I listed above - and achieve a beautiful 30 degree standard bank - just like Uncle George the autopilot - by simply rolling until the gull wings are parallel with the horizon line. No need to move your eyes up to the roll pointer. That would require more pay! The FPV is a thing of beauty for level offs as well. When the FPV is on the horizon - you aren't climbing or descending. It takes the mystery out of the level off in regards to 'how hard do I need to push, or am I pushing too much.... Air work in the sim: When we first get to the schoolhouse and big sim we still have to do steep turns. It gets the blood flowing and gets us used to the sim, but let's be honest - we spend most of our time in the jet on the AP. Some more than others. Our scans get rusty. Having the list of symbology I mentioned up top along with the FPV means that when the ATS and FD get turned off (required) the HUD pilots barely deviate from any parameter. You can balance a marble on the glareshield if the pilot knows how to use the HUD to his or her advantage. Takeoff Vspeed awareness: With the HUD you can look down the runway and see the Vspeeds the PM is calling out - as they pass. It's a great cross check and the situational awareness on takeoff is amazing. In summary - it takes time and effort to get used to. If you don't leverage it correctly and you get overwhelmed by all that green symbology that really isn't adding value to your day, then unfortunately it will be as if someone is holding their hand in front of your face. The moment you realize you can manage the lateral, vertical, and energy states of the jet by looking at an area the size of a dime or quarter - is a big moment. We'll save EVS for another day.

Not visible in your video - and disclaimer - I've only skimmed this thread......are you making sure the right seat is also selected back to FMS NAV source?

As I'm approaching the abeam point I'm clean at 200 knots. Passing the landing threshold - flaps 20/180 knots. As the jet is about to capture the VPath is a good time to configure flaps 30 / 150 knots. As the path captures and you're heading downhill - get the gear down. As the jet turns final and rolls out the flaps are moving to 45 but I'm not slowing below 140 until rolling out on final - at which point I'd like to get to Vref + wind correction and be stabilized asap. We'll use a 3nm RX at our home field approaching from the downwind - but keep in mind this has you rolling out on final below 1000ft. Typical company SOP for visual approaches requires us to be stable no later than 500 above - so this compresses the profile quite a bit. 3nm wouldn't be something to leverage at FNT approaching from the north unless you were very familiar and conditions are right. Manage your risk appropriately, make good decisions, don't get too comfortable or become complacent and remember - it's your blind spots that will kill you. The 3nm RX is most typically used when we arrive relatively straight in.

Sorry for the delay. I did some testing last night at KFNT. I put the jet on a 5nm left downwind for 36 at 3000 ft. FMS was setup for the visual RW36 with a 4nm RX, and a 095 base leg. When I was abeam the field at 3000 I set the ALT Preselect to zero, armed NAV and VNAV. The TOD was depicted in an odd place - off on it's own aligned with the base course. I'm not sure that is how we see it IRL, but it's now on my list to validate. Anyways, shortly after passing abeam the field the vertical path appeared and she captured the vertical and lateral paths, flew a nice descending base and rolling out near the RX. I'm unclear on your quote here regarding the RNAV and NAV-NAV. Please verify how you had the FMS setup for this: A follow-up question for you after practicing the visuals today. Coming in to KFNT (Flint, MI) from the opposite direction (from the north), vectored to downwind for visual approach to 36, I set RX @ 4nm, DIR to the RX @ 095 (approach crs is 005), RNAV apch (no ILS). So this is NAV-NAV per our dialog above.

In relation the the final consideration point, re: schoolhouse recommendation of NAV/VNAV vs APPR/VNAV - i recall the explanation being one of consistency. Approaches flown to a DA with Pre-Select set to MA-ALT and VERT LABEL of GS/GS or GP/VGP = APPR. In comparison - when flown to an MDA on PATH/VPATH we'd select NAV. It's hard to remember the appropriate modes - so to keep it consistent = NAV/VNAV because the visual approach will go to your MDA of field elevation or zero and it will be via a VPATH. Old habits die hard. >15 years of APPR/VNAV makes it a hard habit to break. They both function identically.

Kirk, The visual approach functionality is one of the best things about this airplane and we use it all of the time. I'd have a hard time giving it up. If the ATIS is advertising visual approaches, we will select the visual approach in the FMS. Most of the time we will select 3nm for the RX. Assuming we are more or less 'straight in' when we're cleared for the visual approach, the PF will ask for 'direct to the RX'. The PM will make the selection in the FMS, verify with the PF that it is correct before execution, and when that is complete, the PF will typically ask the PM to 'spin [it] to zero' , meaning the PM sets the ALT selector to zero. The AP is typically on at this point, and the PF sets up the FCP by selecting APPR and VNAV. The PF will also check and verbalize that the computed TOD is 'in front' of the airplane to ensure the airplane isn't already above the computed path. If it is - then the PF will have to select a vertical mode to get the airplane heading downhill to an intercept of the PATH. (The timing of all this varies considerably depending which way we are approaching from, what altitude we are currently at, etc.) Quite often when an airport in the US advertises the visual approach - ATC may still reference an IAP waypoint as part of the initial approach; typically the GS intercept if the runway is served by an ILS. For this reason we always insert that waypoint before the 3nm RX - and we input the IAP crossing altitude. Quick example: KBDL is advertising visual approaches to runways 24 and 33 on the ATIS. Today we are going to Signature Flight Support and the winds are light and variable - so we brief that we will request runway 33 when checking in with BDL Approach. We setup the FMS with the visual RW33, with a 3nm final - ands insert HOMEY at 1800ft. (HOMEY is the GS intercept for the ILS 33). Upon being handed off from Boston Center to BDL Approach, we check-in with the ATIS and request 33. We're given direct HOMEY for the visual 33. This happens quite often, and is why we are prepared to reference the primary underlying approach even though the ATIS is advertising visuals. If we're somewhere we don't fly often - this can surprise you if you aren't prepared and don't know the IAP waypoint. From here at some point we'll be asked if we have the airport in sight or the preceding aircraft - and if we do - we're cleared for the visual 33. We setup per the above and from here it's just automation and energy management. The AP is on - our eyeballs are outside - we have automated lateral and vertical guidance to a stabilized visual approach. Better than an ILS in the sense that there's no NAV to NAV transfer and a go-around already has us selected to FMS source. Briefing for the missed when expecting the visual would take into account traffic pattern altitude and direction for that runway as well as some situational awareness on obstacles on the upwind and close-in to the airport. Thoughts on your scenario 1 outline vs IRL: - Select Visual Approach in FMS and possibly adjust the distance (defaults to 5 nm). [Most typically use 3nm IRL, more if required by circumstance]- arm NAV and APPR [pick one - but can't do both - we leverage APPR - schoolhouse suggests NAV for some bigger picture consistency (save that for later)]- ALT set down to the ground (I believe this is req'd w/ "Visual Approach" in FMC) [ALT set to zero or field elevation in order for airplane to descend at PATH intercept]- VNAV armed (is this req'd for the simulated GP to display in the "Visual Apch" mode?) [VNAV armed with ALT set to zero for airplane to descend on PATH]- AP and ATS deactivated [Up to you - depending on circumstance - Automation has benefits you progressively forfeit as levels of automation are reduced - but it's good to keep hands and skills sharpened. Be smart with your choice based on situation; don't try to be a hero handflying in a busy terminal area with lots of traffic, lots going on] Thoughts on your scenario 2 outline vs IRL: This would be what we'd describe as 'a visual backed up by the ILS' where the jet will nav to nav transfer from FMS to LOC. - Select the ILS approach in FMS (rather than Visual Apch) and use it as a reference, similar to Scenario 1 [Yes]- rest is the same except ALT does not have to be set down to the ground, and VNAV does not have to be activated [Correct - GS will capture similar to VGP regardless of ALT selector - and you can set your pattern altitude - or briefed go-around altitude upon GS capture] I much prefer scenario 1 as it is cleaner - but scenario 2 is handy when it's VFR yet the ATIS advertises an ILS or IAP - and therefore that is what you're setup and prepared/briefed for. At some point on the approach you may press the situation and announce the field in sight - and maybe you'll get the visual clearance -or perhaps ATC asks you and reply you have it in sight and get the visual clearance. Since you're already setup for the ILS - it becomes a visual backed up by the ILS - no more messing with the box close-in - and that's a good example of when you'd use Scenario 2. Considerations: If it's our first time to the airport, or we haven't been there in quite some time - or it's an airport with obstacles/terrain / 'sh*t to hit' or it's dark, we may just ask for the IAP despite the good weather. That pushes us more into 'scenario 2'. Home base - sea level airport - no terrain, minimal obstacles = Scenario 1. If approaching the airport from opposite side of airport - example: Visual 33 KBDL and we're coming from the NW and being vectored onto a left downwind to RW33 = Setup per scenario 1 except put the RX at 4nm, if on radar vectors and flying in HDG mode - perform a Direct To Intercept to the RX but enter a base course in Right LSK 6 spot on CDU. For inbound course of 330, this would be 060. Once cleared for the visual approach - selecting APPR (or NAV) + VNAV + preselect to zero = the airplane will fly a beautiful left base to final and because of the 4nm RX - you're ensuring a more stabilized rollout before 1000' above the airport. If approaching airport from straight in side of airport in HDG receiving radar vectors - perform a Direct TO Intercept to the RX and 'extend the line' through the RX by inputting the final approach course in Right LSK 6. For example with RW33 = 330. Then when cleared for the approach you select APPR (or NAV) + VNAV + preselect to zero = the airplane will intercept the extended centerline for the visual approach. ALT selector to zero vs field elevation will change the altitude alert dynamic. Some pilots prefer field elevation for this reason. If you're expecting and or subsequently cleared for a visual approach from scenario 1 or 2 - understand you were not cleared for the ILS or other IAP. Therefore in a go-around scenario - ATC is not expecting you to fly the IAP MAP. I've flown with a lot of professional pilots that will enter into scenario 2 and brief 'visual backed up by the ILS' and proceed to brief the IAP MAP. NAV vs APPR: The schoolhouse has suggested that to keep our heads straight between the different types of approaches and FCP selections - for the visual approach they have recommended NAV/VNAV

Every operation will be somewhat different of course.... Once we complete the last leg of the day and the shutdown check is complete, one of us is immediately getting up out of the seat to open the cabin door and go verify chocks are in place, the nose doors are opened, and 5 pins are inserted. Of course if our last leg is a passenger leg - they are disembarked first. One pilot typically stays with them for the walk to the vehicles or the FBO - while the other pilot heads to the interior of the baggage compartment to pass the bags to line crew. That pilot then comes through the cabin to check for forgotten personal items - concluding with a thumbs up to the pilot adjacent the vehicles. If they walked inside - typically a text is sent between pilots that the cabin is clear (or isn't). At this point the pilot with the airplane will coordinate with the line crew re: required services - verifying chocks are in place - then retrieving the pins and inserting them. Different operations have different philosophies/standards regarding nose doors opened or closed. At our home base - we will always open the doors and insert 5 pins. Away from home while on the road we can exercise discretion to leave them closed. In a location with security concerns, or if there are any concerns regarding tugs, line crew, etc - we may elect to go with 3 pins and leave the doors closed. I'd say in our operation the doors are left open with 5 pins the majority of the time. Under no circumstance will we leave the nose doors open without inserting the 2 additional pins. Once pins are inserted and we're both back on the jet - it's time to start cleaning up and preparing for the next flight. Garbage is gathered, old coffee is dumped, drinks in the drawer with paper labels are removed from the ice bins - leftover catering is emptied from the chiller and either given to line crew as trash, as a gift, or to be stored in the FBO fridge. If the cabin needs to be vacuumed - we vacuum while power is still on. Tables and surfaces are cleaned at this point, seatbelts are cleaned and put back into presentation , the sinks and lav are cleaned and while this is happening - line crew is probably performing the lav service. Dishes and linens are given to line service as well. We like to keep power on until all of that is finished so we can check the lav - that enough (hopefully clean) water has been put back in and its back to smelling/looking fresh. We also have to restock from the storage drawers in back. Things like snacks, drinks, chips etc - all have to be replenished. If 15 minutes has gone by - one pilot is checking/servicing the oils in the utility bay. If temps will dip towards or below freezing - we purge the potable water system. This is often done at TOD depending on circumstances to avoid dumping 10 gallons of potable water on an FBO ramp which will turn into an iceberg. Water lines must be purged on the ground which is similar to prepping a recreational vehicle or boat for winter storage , minus the antifreeze, although there's different techniques there too. Sometimes during all of this we may also fuel for the next day's flight - circumstances of course dictate when we would do this as there are considerations to keep in mind leaving the jet with a lot of fuel. We also will consolidate crew baggage and put it in the baggage door opening in preps for offloading. We ensure the garbage, catering, fridge items, etc - are indeed all off. The parking brake at this point has probably long been released since chocks were verified - and the signs put in the cockpit windows indicating the jet is safe to tow. We verify one of us has recorded the 'numbers' from the FMS for the trip paperwork. (OFF/ON/FLIGHT times and OUT/IN Fuel) Suction cupped iPad mounts are removed from the windows, the Sentry is verified as off and packed up so it can be charged at the hotel if needed. If it was a night flight and next flight is day, and we're about to secure the airplane - lights will be brought back to a daytime config (full bright). If it's a hot and sunny location - cabin window shades are closed and cockpit reflective covers are put in place. We also have a pin to secure the emergency exit in the cabin that gets inserted. At this point we verify requested services have been received/completed and we check with the other crewmember or crewmembers that they are done with cabin power. From here one of us typically runs the securing checklist and shuts down the APU. But we aren't done yet. Our bags get unloaded at this point and we build our 'pile'. All external panels are locked. A thorough post flight walk-around is completed, typically by both of us. Covers are put on all 3 pitots, both ice detectors, the AOA cone and both AOA vanes. Both batteries are disconnected. Whichever pilot didn't do the cockpit securing - must 'check switches' to make sure all is where it should be. Now it is finally time to make sure everyone is 'done inside' and the door gets closed/locked - and now - we can walk into the FBO, or to our rental car which has been brought planeside. We check in at the CSR desk regardless - providing contact info, verifying the schedule and services requested. This is a great time to make sure we go over the 'stuff in the fridge, the lav service, hangar arrangements, etc etc'. Only after this is all done do we leave the airport and head to the hotel where the trip PIC does 'the paperwork' which in our operation is electronic and must be submitted in a reasonable amount of time after the flight. At home base our operation has a cleaning service that will take care of many of the above tasks, and since another leg often isn't happening the next day - we're off the airplane pretty quickly. Hope this helps understand some of the things that go into this side of the business. On an international arrival after a long day mid-trip- it wouldn't be uncommon for the crew to take 30-45 minutes to do all of the above correctly.

The issue with images that I had was because many are HEIC, and the forum doesn't seem to handle those in the same manner as the JPG

As soon as I learn how to embed images I'll post a few for you Kirk. IMG_1028 2.HEIC

Kirk, In regards to the IRL engagement/use of the ATS, I've never heard of any technique or SOP whereupon TOGA is selected on the runway as the throttles are manually advanced through 25%. Would need more context to better understand. Typical SOP dictates we wait until taking the runway to select TOGA / N1 TO to avoid an unintended engagement of the ATS during taxi/ (although TOGA / N1 TO is often selected during taxi to the runway despite SOP) We can save that 'normalization of deviation' discussion for another day. 2 methods to engage ATS for TO that are commonly known or used IRL: (prerequisite = the ATS MSD indicates N1 TO) Slowly advance the power levels manually until ATS engagement (75% N1) - and thence let the ATS set TO thrust - with the PM checking that TO thrust has indeed been achieved by 80 knots. (most common). Press the ATS engagement button when on the runway and cleared for takeoff - and let the ATS take them all the way from idle up to TO thrust. (rare) My observation from your video is that you are advancing the thrust levers manually and quite aggressively compared to IRL. We do not advance the thrust levers that quickly. We also do not 'firewall' the throttles and rely on the ATS to trim or set power - that technique would probably trigger exceedances similar to your video. Reference this video from the 2 minute mark. I'd say this is very representative of a typical CL60 ATS takeoff IRL: From initial advancement of thrust levers to ATS engagement is about 7 seconds. (green lights illuminate either side ATS engagement button) Total time from initial advance of thrust levers to takeoff thrust is about 11 seconds. (vs about 4 seconds in your video) Time to 80 knots is about 14 seconds give or take. The point I'm moving towards is that ATS on this airframe was an afterthought/option that is not fully integrated. I think of the ATS as a 'helper' that has to be managed. The ATS IRL does some odd stuff - and we have to keep an eye on it. It often will overshoot the thrust targets, it won't keep up during approaches on gusty days, it won't keep up with speed changes, especially on the mach to IAS transition during descent. Then there's the airframe specific 'oddities' - such as ours where the throttles will split at low power settings triggering an occasional ATS disconnect. We have to help it / manage it quite a bit. The ATS limitations on the CL60 illustrate it's helper status. We can't use them for GA, CAT II, APR, steep approaches, or touch and goes. (to name a few, the list has 16 or so bullets) As such - relying on the ATS to trim thrust or prevent an exceedance on takeoff by firewalling the throttles - you're seeing what would probably happen IRL. I see you've troubleshot the ATS disengagement down to a saved state root cause - but if your goal is to emulate IRL technique - I hope this information will be helpful.

Quick note: IRL the use of ATS during go-around is technically prohibited (AFM limitation). The expanded language states 'pilots must manually set thrust to override ATS. ATS may be used to trim final N1 once manually set. Advance thrust levers to the predetermined go around N1 setting (this target should have already been set to TO) while simultaneously pressing TOGA and ATS DISC. Note: ATS must be disengaged as thrust levers are advanced. If ATS is NOT disengaged and the pilot overrides the ATS as the levers are advanced, the ATS may advance to the forward stop - triggering an exceedance. Flight Spoilers (if extended) RETRACT Rotate smoothly at a speed not less than Vref towards command bars Set pitch attitude to achieve a speed not less than V2+10 as the flaps are retracted in next step to 20 Flaps 20 When climb is positive - Gear UP (there is a note that if a turn is required in MAP, delay this turn until gear is fully retracted) Retract flaps 'on schedule' (At a safe altitude not less than 400 AGL and speed not less than Vfto-5, flaps UP) Thrust Reversers OFF Continue normal climb procedures These are from the FCOM. This should be practiced and accomplished as a combined set of actions. You commit to the GA pressing TOGA, and then in a series of coordinated steps you press ATS DISC and advance the thrust levers as you're pitching up into command bars. You're verifying the spoilers are retracted and calling for Flaps 20. Things happen quick - you're going to see positive rate pretty fast and you'll ask for gear up. You'll be fine tuning your N1 manually to the TO thrust target. If you were flying green needles on the approach you'll also be asking for your Nav source to be switched back to the FMS (or doing it yourself - I have a button mapped for this) so you'll have the appropriate lateral mode available to fly the MAP. You'll then ask for (or select) NAV and VS. (If you prefer you can press sync to select PITCH, or select FLC but see note below) As you're climbing away you'll be asking for or selecting "AP engage" and setting the speed target to a procedurally appropriate speed - typically the same as a normal climb profile, 190-200 knots. At this point you can engage the ATS as part of the 'normal climb procedures step. Note, Selection of FLC mode during GA is prohibited unless the altitude pre-select is set higher than current altitude when ATS is engaged. This is small gotcha that can bite you on a GA if you don't sequence things correctly.