JHepburn

First, I have not flown this airplane...hence my questions in another thread. However, I can say in the airplane that I fly, if you set the trim to the T/O mark it flies all by itself on takeoff and requires considerable forward pressure on the yoke to keep the nose down. I'm flying this weekend....I'll try and get a video.

I have the same experience. I good dose of nose down trim works well for me in pretty much every configuration/weight. I generally put it about a thumbmail above the TO reference marker in the real plane.

A couple of questions. I just got my PPL-ASEL license in a 180HP 172G. In this particular airplane, I do need substantial right rudder to stay on the centerline during the takeoff roll. On a soft-field even more is needed once the nosewheel gets off the ground due to p-factor. Here are the questions... 1. If Torque, Slipstream, and gyroscopic precession are not modeled, is P-factor accurately modeled? 2. Is ground effect modeled? (i.e. can I perform an accurate soft field takeoff or any landing) 3. Are stalls modeled? Power on/off and level/turning flight 4. If so, does a power-on stall produce a typical wing drop? P-factor modelling?

Sorry to bump, but I do hope this at least gets looked at...

Something is amiss. I've used topcat for ever flight and they are always within a knot or two.

I've had this too. Just push Q twice to turn off and back on the sound...that fixes it.

Ok, flight complete and screenshots below My completely anecdotal analysis appears to indicate that once the threshold is reached (~4.5k lbs) the fuel system is coded such that the center tank directly feeds engine 1. I say this because, regardless of fuel flow (went from cruise to idle descent), wing tank 1 fuel remained constant. If the scavenge pump were modeled, then I would expect to see wing tank 1 fuel be used based on fuel flow net the scavenge pump rate. Instead, wing tank 1 remained perfectly constant regardless of engine 1 fuel flow. Interestingly, once I landed, fuel seemed to be draw from wing tank 1. Hopefully that makes sense... --On the ground showing fuel and configuration --In flight, right after fuel started being consumed from the center tank (notice the 4.48 and 2.4 fuel flow) --About to land (notice 4.48)  --Shutting down at the gate (notice that taxiing in used fuel from wing tank 1 again)

Thanks Jack, very informative. This has happened on the last 5 flights that I've flown. I'm trying to remember the exact behavior, but on my last flight I had a little left in the center tank (pumps off) when I picked up the imbalance. I opened cross-feed and turned off tank 2 pumps (center pumps were already off). Watching the fuel gauge, the center tank appears to be used directly...meaning there was no decrease in tank 1 fuel until the center tank was dry. Is this expected behavior? You guys may want to check the effectiveness (or over-effectiveness) of the scavenge pump. I will fly another flight now, and see if I can catch some screenshots.

I had 1000lbs in the center tank with pumps off the entire flight. Wing tanks had around 7000 each with pumps on. At some point prior tod to but well into the flight, all of the center tank fuel was moved to tank 1 without me doing anything...leaving the center empty. Make sense?My question was not around friction or spark caused by the scavenge pump but about the tank being automatically run dry...which I thought was a no-no

I couldn't for the life of my figure out why I was suddenly getting an imbalance just before T/D on every flight. Now I know! I thought Boeing had recommended leaving 1,000lbs in the center tank to avoid fire/explosion ala TWA 800. Doesn't this center tank scavenge pump logic go against the recommended procedures? Do these procedures not apply to the 737?

I just flew the NGX into JFK down the Canarsie shoot to minimums using the HUD. It was amazing...and thankfully no crash. The Bermuda Triangle reference was hilarious! So, is this localized just to Seattle in people's experience? I was thinking of getting central rockies, but I'm nervous to drop the cash now.

My bad - GTX 460. I will check over on the Orbx forums. Interestingly it happened at the same time on the same route and not at other add-on airports. Thanks Wayne

LOL, that doesn't make any sense. i7-920 at 3.8Ghz. I've been running this system without issue for the last couple of years.

I've had two CTD flying the same route in the NGX. LAS-SEA Both times crash happened just past TOD. Here is the routing - SHEAD7 OAL YERIN LKV BTG OLM7 I'm not able to test if this happens in other aircraft, because this is the only FSX jet I've got installed. Here is the crash log: Faulting application name: fsx.exe, version: 10.0.61637.0, time stamp: 0x46fadb14Faulting module name: g3d.dll, version: 10.0.61637.0, time stamp: 0x46fadb58Exception code: 0xc0000005Fault offset: 0x000ba79fFaulting process id: 0xd10Faulting application start time: 0x01cc6020cf64374fFaulting application path: K:\FSX\fsx.exeFaulting module path: K:\FSX\g3d.dllReport Id: 13591867-cc29-11e0-983c-001fbc083d55

http://www.youtube.com/watch?v=x4CQfaBGWSo