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G550flyer

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  1. As a pilot and a simmer, I get both arguments. When I flew DC-10s, the engines where quiet and you could have a normal conversation with takeoff power set in the cockpit. But, you could hear them faintly. During start, you could lightly hear the engines start spooling and feel a low rumble in the airframe. You could lightly hear the whine as well. When it lit off, you could hear that deep whooing sound as it accelerated and the change of the light whine until it became steady. As you taxied, you could hear the light whine increase and decrease as well. The flight deck was mostly filled with variations of hissing from the AC outlets as the high pressure bleed valves cycled depending on engine speed. When setting takeoff power, you initially hear the blast of the AC outlets until the high pressure valves closed and the light fan whine as you went to 45% momentarily and up towards takeoff power. The whine would get drowned out by the deep growl of the fans as you passed 90% N1. On descent, you would hear and feel the deep rhythmic groan while the engines were at flight idle. On approach, you can lightly hear the whine of the fans. For the most part, the engines in that jet were low unless being started or passing 90% N1. In the GV/G550, those engines were very quiet and made it strange when I first started taxiing the aircraft. I grew accustomed to the light whine in the DC10, but the whine in the gulfstream was faintly heard. Again, you initially hear the rush of air from the AC outlets, which became my cue of how much power I was using. At low settings, you faintly heard the engines due to the low power during taxi. On break away thrust out of parking, you would lightly hear the whine and then not much afterwards until setting takeoff power. In fact, the jet taxied with idle power and you used one reverser at idle to maintain taxi speed and two reversers at idle to slow before turning. Regardless of those two quiet cockpit jets, your ears can hear the engines, though lightly. Unfortunately, it's hard to capture those sounds as a human would hear them. With recording devices, some sounds are drowned out by the device or by other sounds. I noticed this when recording in the cockpit. You mostly hear the AC packs and the vibrator on the Altimeters. A good alternative is to have the engine sounds lightly in the sound packs. It would give a much more realistic experience. Once in the climb and cruise at higher altitude, the engines are drowned out by the airstream and AC hiss. You may not hear them again until approach. The big fans give off that low groan sound at idle in the descent. I think it's due to the harmonics and slightly freq differences of the fans. It's more of a deep rhythmic throbbing. The engine sync systems takes care of it at higher power settings.
  2. MD80s would power back often in the days and reverse thrust is strong. Just remember in aircraft, you can meter how much reverse with the levers. If you only have access for max reverse or none, then this could be the issue.
  3. I've been in the pattern with those guys a lot and they are fast around the pattern or visually appear to be fast. We turned the VFR pattern at 180kts. I loved dropping into small airports between AR for some RADER and VFR pattern work.
  4. This reminds me of a funny story. I was coming back for a loooong day of left hand turns in the AOR and was setting up for a night landing in a KC10. As I crossed the threshold, I was so tired that I didn't realize the engineer didn't turn the lights on at the lights on point. The runway lights were pretty bright and they were all I could see. After a couple potatoes, my mind caught up I attempted the ole 80% under flare. I pounded it in firmly. As the ground spoilers zipped to the 2/3 position, I heard a voice say "landing lights, my bad". 😆
  5. I can vouch for the Maddog as well 😁
  6. I can vouch that this is a very good product. I provided technical expertise on the flight model. Rick
  7. Some times you have to pitch to keep V2+10 😆. Just kidding, that is a pretty steep climb you presented. Not even the DC10 or MD80 would get that much lol.
  8. I would just say that FSlabs is a study level version and the DCD is not. I have the DCD version also and it's a pleasant experience to fly compared to the other planes in MSFS. You have to fly it right in order to achieve the advertised Concorde speeds and altitude. I had to "READ" the manual after failing to exceed Mach 1. Rick
  9. I will get for the love of the airplane and out of shear boredom. I love the FBW 320, but have grown a little bored with it at the moment. Something fast and heavy should be a nice change up until a valid heavy is introduced.
  10. No Sir, just point the nose down centerline on short final and use roll control to move left and right. Pedal to the floor unlocks the secret option lol. Rick
  11. It all depends. I'm old school and have always used wing low in heavies. When I flew DC10s, you had to use a lot of rudder in crosswinds, it weather vanes easily. With a good 28 to 30kt crosswind, you have A LOT of rudder input in. During recurrents in the sim, you got a workout on engine out approaches and go arounds. Those big cans under the wings put out a lot of thrust on the go and you would be shaking from rudder input after a couple wing single engine gos. If they are nice, they will leave you with the tail engine which was a no brainer. I have flown with some guys who have said that wing low can't be done in jets with low wing engine ground clearance. Maybe like a 737 that already has the engine adjusted at the bottom for ground clearance. I love the wing low method because I can sync and drift kill my cross controls early on. In the flare I'm only thinking of the sight picture and the call out cadence. I can imagine doing the kick in the flare my lead to some rudder dance as you try to feel input for alignment and work your sight picture. I have had some peeps touch down in a crab before and did not like the way the jet snapped and how quickly the runway edge approached. Would be nice if all jets had that crosswind crab system that the B52 has. Weird, but it works like a charm. Rick
  12. Yep, the wheel touch is just a by product of your landing as you lean into the wind. I am a big wing low method fan. I like to get my hands and legs warmed up around 200 to 300ft so I get a feel of what my crosswind controls will be like.
  13. Steve, Make a video😁 or screen shot coming across the threshold at Vref with flaps 28. lol. Rich
  14. Tried it and it didn't work. No matter what, MSFS is destined to make a route change when a SID is involved and you select a departure gate
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