..for this beautiful SU13 update - it is just amazing !!!!

The flight model for the 787-10 is now a masterpiece of a WT work, seeing a lot things are fixed now and the smothness and fluid of the sim is so fine 😎👍 - love it 😍

Can`t wait to test the 747-8, so a happy camper here !

To say, one thing i found, i did two flights with the 787-10 under SU13 conditions and the first one the flightplan was made with Simbrief, loading in worked pretty fine the only thing was i did not have seen a TOD on the flightplan, there was none but i allways have my LNM open on my second screen so there i had my TOD and did a manual descent and that worked wonderfully..

My second flight i did the Plan with LNM and copied the Plan to MSFS and loaded with the insim Flightplanner.

This is working fine also and there i had my TOD so don`t realy know what happens with the TOD in the Simbriefplan maybe somewhat with the plan itself and i will try another Simbriefplan flight to see what happens - but anyway all around a great update, one of the best to me.

 

cheers 😉

well said about the beautiful SU13. the issue with the beta testing is you get used to the new updates rather fast. I mean I am flying with SU13 already since how long, at least a month. so SU13 is the new normal. I am ready for SU14 now 😉 

1 hour ago, pmplayer said:

loading in worked pretty fine the only thing was i did not have seen a TOD on the flightplan,

Greetings! Nice to see it's working well as I haven't been able to get up in the sim world lately lol. I'm not sure if you fly with ATC, but here is my real world technique for TODs that works great for sim as well. First, use 4 times the altitude you have to lose to get to the IAF or FAF altitude. So lets say I have to lose 35,000FT from cruise down to my FAF altitude. So that would be 4 times 35, so that's a descend no later than point of 140NM from the FAF/IAF. The rule is 3 times, but I use 4 because it accounts for the time I need to slow to 250 by 10,000FT in a slippery jet. Another technique that helps against crossing restrictions is your mach number. Lets say you are cruising at .80. That is roughly 8 miles a minute. So if you have a restriction of being at 10,000FT at  a point that's 70 miles away, you will be there in about 8.8 minutes. If you have 15,000FT to lose, then you can comfortably get down to the altitude with 2000FPM taking about 7.5 minutes. This technique is also good for cross checking the FMS.

For slowing, I use 13 at 13 or 12 at 12. This means at 13,000FT, I will set a vert speed of 1300FPM. Or, at 12,000FT, set 1200FPM. That technique works well at getting the jet to hit 10000FT at 250. 20 miles from the airport, I want to be at 200. On a intercept heading to approach course, I want to be at 180. Glide slope intercept, I want to slow to approach speed. Shooting a GPS, I want to be at approach speed by the FAF. Doing a visual, I want to slow to approach speed at glide path. Turning the pattern, I hold 180 until the runway is 45 degrees off my shoulder and I start slowing to approach speed coming off the perch. 

These techniques all string together from the TOD. They will keep you from being rushed and you won't drag in much. Some of these add on planes will get you in trouble when strictly following the VNAV. Will happen in the real world too because an FMS plans a perfect TOD and VNAV path. As soon as you get off that perfect calculation due to traffic, ATC needs or other issues, it's all out the window unless you want to spend time heads down trying to fix it if able. 

13 minutes ago, G550flyer said:

Greetings! Nice to see it's working well as I haven't been able to get up in the sim world lately lol. I'm not sure if you fly with ATC, but here is my real world technique for TODs that works great for sim as well. First, use 4 times the altitude you have to lose to get to the IAF or FAF altitude. So lets say I have to lose 35,000FT from cruise down to my FAF altitude. So that would be 4 times 35, so that's a descend no later than point of 140NM from the FAF/IAF. The rule is 3 times, but I use 4 because it accounts for the time I need to slow to 250 by 10,000FT in a slippery jet. Another technique that helps against crossing restrictions is your mach number. Lets say you are cruising at .80. That is roughly 8 miles a minute. So if you have a restriction of being at 10,000FT at  a point that's 70 miles away, you will be there in about 8.8 minutes. If you have 15,000FT to lose, then you can comfortably get down to the altitude with 2000FPM taking about 7.5 minutes. This technique is also good for cross checking the FMS.

For slowing, I use 13 at 13 or 12 at 12. This means at 13,000FT, I will set a vert speed of 1300FPM. Or, at 12,000FT, set 1200FPM. That technique works well at getting the jet to hit 10000FT at 250. 20 miles from the airport, I want to be at 200. On a intercept heading to approach course, I want to be at 180. Glide slope intercept, I want to slow to approach speed. Shooting a GPS, I want to be at approach speed by the FAF. Doing a visual, I want to slow to approach speed at glide path. Turning the pattern, I hold 180 until the runway is 45 degrees off my shoulder and I start slowing to approach speed coming off the perch. 

These techniques all string together from the TOD. They will keep you from being rushed and you won't drag in much. Some of these add on planes will get you in trouble when strictly following the VNAV. Will happen in the real world too because an FMS plans a perfect TOD and VNAV path. As soon as you get off that perfect calculation due to traffic, ATC needs or other issues, it's all out the window unless you want to spend time heads down trying to fix it if able. 

Thank you, very usful information !  At least for a Simulator Pilot like me..

cheers 😉

By the way, did anybody some Flights with the 787-10 and used Simbrief plans and seen the TOD point ?

Would be helpful to know for me, if so my plan from Simbrief was somehow the issue or some kind of a bug but trying again for a next flight..

cheers 😉

Did you set at least a arrival procedure? Was the cruise altitude set? Did you complete the FMC preflight?

Procedures are not automatically loaded via Simbrief but you will need restrictions in your flight plan for it to come up with a vertical path.

With the recent update to the 787-10, you will not see the TOD point until 200 nm out from the TOD or 500 nm from destination airport. That is how it functions in the real world 787.

Edited September 29, 20232 yr by Kevin_28

34 minutes ago, ConSimmer said:

Did you set at least a arrival procedure? Was the cruise altitude set? Did you complete the FMC preflight?

Procedures are not automatically loaded via Simbrief but you will need restrictions in your flight plan for it to come up with a vertical path.

Thanks, Yes i did !

And yes, cruise alt was set.

cheers 😉

Edited September 29, 20232 yr by pmplayer

14 minutes ago, Kevin_28 said:

With the recent update to the 787-10, you will not see the TOD point until 200 nm out from the TOD or 500 nm from destination airport. That is how it functions in the real world 787.

I had no TOD point at all and my CDU didn't told me i am any nm away from the TOD what it does if there is a planned TOD - as far as i know..

But i will try some other flights with Simbrief plans to see what is goeing on.

cheers 😉

2 minutes ago, pmplayer said:

I had no TOD point at all and my CDU didn't told me i am any nm away from the TOD what it does if there is a planned TOD - as far as i know..

But i will try some other flights with Simbrief plans to see what is goeing on.

cheers 😉

Just to clarify, the TOD point didn't show even when you were within 500 nm of the airport?

Edited September 29, 20232 yr by Kevin_28

1 minute ago, Kevin_28 said:

Just to clarify, the TOD point didn't show even when you were within 500 nm of the airport?

No, no green point at all.

cheers 😉

TOD worked fine for me during SU13 beta testing.

Yea I don't recall it being an issue and I check their discord quite often. I won't be able to try it out until I get home.

Thank you.

Still facing empty return leg airport and fsltl 60 airplanes flying all the same way I fly. Bravo.

Yeah, did nog expect much.

I'm still not a huge fan of the flight model of the 787-10, specifically on the initial climb and on final. I feel like the nose has an up & down oscillation to it and doesn't feel smooth at all. When I fly the PMDG 737, I don't have this problem. It seems very smooth to me. It's hard to explain, but that's probably the biggest thing I'm not a fan of. I also feel like the AP is still to aggressive with some of the changes.

With that said, I'm very happy the direction they are going and I see improvement. While I don't expect high fidelity aircraft, I would like to see more improvement there.