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Posts posted by KrisJ

  1. On 4/13/2021 at 7:34 PM, MammyJammy said:

    The key combo for the panel states is in the Lua file that enables panel states for the DC-10.  Go to your FSUIPC Modules folder and open the file DC10PnlState.lua.  The last line in that file controls the key assignment for the panel states.  It should read:

    event.key(123, 11, "displayPanelStatesMenu") -- Ctrl-Shift-F12

    You can change it to whatever you want.  The first number, 123, is associated with the function key used.  You can set it to Ctrl-Shift-F10 by changing that number to 121.  Pages 19 and 20 of the FSUIPC for Advanced Users.pdf (in your FSUIPC docs folder) has the listing of key codes you can use.  The second number (11) determines the modifiers for the key combo.  In this case, 11 is Ctrl + Shift.

    When I have time I will circle back on the annoying issue with the doors and the FE panel annunciators for them.  It's a royal pain and I haven't been super-motivated to deal with it.  I will also fold in the flap updates and a few other tweaks in the next batch of updates.

    Thanks! Works fine now.

  2. 41 minutes ago, Samaritano said:

    Go to P3D Add-On menu and under GSX you can change your key assigment. I use Ctrl+Shift+Tab+F12. Hope it helps.

    That wont help. Its GSX which must stay with Ctrl+Shift+F12 as other addons refer to this assignement when calling GSX - FSLabs for example. Thats why its DC10 panel congigs assignement which I need to change.

  3. 17 hours ago, Lerbech said:

    I took her out for a spin today. Everything seems fine. I only had one thing which is perhaps just on my flying skills. The plane is sliding from right to left during climb. Perhaps @KrisJ has an idea about what it can be that cause this. Can't recall to have meet this behavior before in my long time as a simmer.

    Assuming there is no bug in the software the only thing that come to my mind is too low speed and/or too high AoA getting close to stick shaker speed. Make sure you always have enough speed above minimum to ensure safe climb. After TO it is V2+10 at around 10 degree nose up and then you accellerate to 250kts or slats retraction manouvering whichever is higher. If you give me your TOW I can provide you proper flaps/ slats retraction schedule so you can verify it.

    If it happens in sppeds much above minimum maybe its an autopilot issue? Does it happen with AP in lateral navigation mode (HDG or LNAV/ GPS)?

  4. On 2/19/2021 at 11:44 PM, GentleGroove said:

    Hi @KrisJ are these flaps values changed to produce correct pitch attitude and drag on approach? If so, I would be interested in adding if you don't mind sharing them.

    Yes, as well as pitch on initial climb. I will also give you some additional aircraft.cgf data that makes SGA FDE working properly with CLS DC-10 HD. The most important improvement from "SGA mod" for me is a proper performance on takeoff, initial climb and approach. I can simulate any take off, whether it is takeoff power (limited) in MTOW or reduced (nominal) for lighter weights, so it gives me accelleration, rotation and pitch as per RW charts, as well as final decent profile and flare on landing.

    type=        1
    span-outboard=    0.800
    extending-time=    20.000
    damaging-speed=    280
    blowout-speed=    300
    lift_scalar=    0.1
    drag_scalar=    0.6
    pitch_scalar=    0.3000
    system_type=    1

    flaps-position.0= 0.000
    flaps-position.1= 0.000

    type=        2
    span-outboard=    0.80
    extending-time=    10.000
    damaging-speed=    280
    blowout-speed=    300
    lift_scalar=    0.100
    drag_scalar=    0.5
    pitch_scalar=    0.20
    system_type=    1

    flaps-position.0= 0.000

    type=        2
    span-outboard=    0.18
    extending-time=    10.000
    damaging-speed=    280
    blowout-speed=    300
    lift_scalar=    0.100
    drag_scalar=    0.4
    pitch_scalar=    0.10
    system_type=    1

    flaps-position.0= 0.000

    engine_type= 1
    Engine.0=  13.000,-26.833, -8.700
    Engine.1= -86.083,  0.000, 19.000
    Engine.2=  13.000, 26.833, -8.700

    bypass_ratio= 4.24
    //fuel_flow_gain= 0.0019
    fuel_flow_gain= 0.0019
    inlet_area= 60.13
    rated_N2_rpm= 10761
    static_thrust= 46300
    afterburner_available= 0
    reverser_available= 1


    On 2/19/2021 at 11:44 PM, GentleGroove said:

    Also, do you have any info on proper V/S and speed schedules from take-off to TOC?


    Yes, I have. The question is how detailed answer you need. The calculation of proper V/S is a process and it as a function of TAT, PA (pressure altitude) and weight. You need PA and TAT to always be in N1 regime for maximum climb thrust. And you need your acctual weight and temp deviation to caluclate your V/S. Both calculations I make for each 5000 ft segment of climb. This is quite hard and you should calculate (predict) as much as you can before flight as you will be busy making these continual calculations during your climb.

    Your V sppeds and flaps/slats retraction shcedule you need to take from RW chart, which is available in the web.

    Next, the speed schedule is: 250 kias or minimum maneuvering (whichever is higher) to 10k and then 330 kias to 27,402 ft and then 0,82 mach. And remember about your max climb N1. As discussed earlier, in heavy weights at high alt (2-3k before optimum alt) you will need to set your V/S to 300 ft/min to keep 330/.82 plan. Now to make things simply: at MTOW or above ~540k LBS you will more or less climb as follows:

    2500 ft/min at maneuvering speed till 10k, then accelerate to 330 kias.

    2500-2000 to 15k

    2000-1500 to 20k

    1500-1000 to 25k

    1000-500 to 27k

    500-300 anything above.

    If you however need more detailed data, PM me and I will send you some.

  5. 3 hours ago, Mace said:

    You don't need Control-E.   

    Even though the start routine we have to use at present time isn't as good as what Kris posted, assuming you're on APU or Ground Power -- you still do it this way:

    1. All three fuel levers off (down)
    2. Ignition CONT A (Continuous Ignition A) -- located on the overhead panel
    3.  Pull #3 engine starter -- also located on overhead panel
    4.  Wait for Engine#3 N2 to reach approx 20% -- then turn on Engine#3 fuel lever.
    5.  Repeat for engine #1 then #2 last.
    6.  turn off continuous ignition

    Indeed there is something wrong with the moddeling that START A or B doesnt work on ground but it works in CONT A or B. There is a  "cheat" for this bug. Turn the selector left or right clicking until one position after CONT (like there was one but there is obviously not). Then return it to OFF and when you start your BEFORE START CHECKS put it back to START A or B. Enginees will fire up when you turn fuel ON at 20%.

    In my starting sequence (checklist) few posts above i forgot one important thing in step 2: you need to turn all aft fuel pumps to ON.


    3 hours ago, Mace said:

    Some of my old notes say start sequence is 2-3-1, but I think Kris's 3-1-2 is more typical...in some cases #2 (the tail engine) wasn't started until on the taxiway to save fuel.  Also you could probably use Start A or B but I think I've been using Continuous A.

    In DC-10 it is 3-2-1. In L1011 it is 2-1-3.

    The other reason to delay no 2 was the jest blast. The engine is far back and it could damege vehicles on the appron. Moreover, in TOW below 500k two engines taxi gives you good power to speed "ratio". Basically 10% GW will give you approx 20kts taxi speed.

  6. 1 hour ago, Samaritano said:

    Now I have to figure out how to do a manual engine start and not use Control-E.



    JF Dc-10 will probably let you do it by putting Ignition to Start, pulling the Starters and turning on fuel levers. But here is the proper way (very, very simplified proper way...) :

    1. Batt ON, APU Fuel Pump or Central Tank Left Aft Pump ON, APU START;

    2. Left Hyd Pumps OFF, Right Hyd Pumps AUTO, Pneumatic Supply switches OFF, Packs OFF, APU/ ISOL Valve OPEN;

    3. Beacon ON, Ignition START A or B, Eng sequence 3-1-2, pull starter, Fuel ON at maximum motoring.

    If you are below 500K TOW you can delay Eng 2 start until 3 min to Take Off.

  7. Colleagues,

    I cant express how thankfull I am for the effort you put into making JF DC-10 HD working in x64 sim properly and in generall upgrading this addon. I just applied all the changes from the Manual you made and finally i have click sounds working. Thank you. I also replaced HSI with proposed ND. On Saturday I will make a test flight although I mainly fly with dual CIVA INS setup.

    Now, with regards to the JF Dc-10 HD performance with SGA flight model. It is extremly accurate with just replacing the .air file although you also need to update flaps entries in .cgf file. Later on I will provide proper entries. 

    The climb performance in last phase of climb in a heavy weight is indeed very slow. And this is correct. This is how -30 handle that in real life. Above 28k FL you should not climb more than 300 f/m if you dont want to push your throttles above N1 limits of your engines. This is why finding Optimum Alt for initial FL and then steep climbing was standard operating procedure in long-range flight. You wait untill you are 2000 below Optimum Alt and then climb 2000 above it. I fly JF Dc-10-30/ SGA by the numbers (by the RW performance charts) and all data is within small marging of RW data. The only discrpepancy I have is power settings in cruise flight for Mach .82 (which is standard mach speed for Dc-10). Its bit too high but I dont know how to fix it without breaking performance in other place. I guess I need to live with it.

    Some additional "mods" you might be interesting in: FSLSpotlight profile for Dc-10 (works with each variant). It is based on thorough review of multiple night shots of Ten's cockpit as well as in-flight movies. You can use 3 front panel lighting effects: orange, blue, mix of these two. It coveres almost all the lighting scenarios you can find on the web.


    Last but not least, if anyone have qestions with regards to operating Dc-10-30 from block to block I am happy to share my experiance.





    • Like 1

  8. Hi,  

    Did someone expirence rapid altimeter changes when approaching KJFK? I experiance it regularly, regardless the runway. The altimeter at KJFK reported by ATIS and in fact at JFK after landing is very different than even few miles before runway threshold. For example, ATIS gives me 30.15 when i am some 50 miles to the airport. But outside its 29.54. When 5-10 miles to the runway it is still around that and starts growing untill reaching 30.15 after landing... Obviously it makes you reach FAF, which is 1500 MSL, at around 600 radar altimeter. 
    It happens to me only at JFK.

    I am using P3D4.5 with REX Skyforce 3D, FSDT KJFK and ORBX.

    Appreciate some advice!




  9. Lets take a sample widebody flight: leg1europe to caribbean airport one, then leg2 to caribbean airport two (100-150nm) and then leg3 return to europe. How and when the aircraft would be fueled for leg 2? Would it be just for leg2, resulting in extremly light TOGW and unnecessary overperformance or would it be pre-fueled for two legs? Which ones: 1-2 or 2-3? 

    Anyone know the airlines’ practice? Obviously i understand it maybe aircraft type dependent.





  10. In some older planes, eg. Dc-10, a climb gradient limitation is required in calculaction of take off and climbout performance. Question: is there a kind of default, minimum climb gradiet that should be assumed when charts does not specify one?

    It would be great if anyone knows this problem and can assist.



  11. Switch to P3D4. Ther is SCS Ty-134 portover almost ready there, Il-62M in beta and couple of great soviet props available.

    There is also a very detailed manual provided with Il-62M package where you can learn a lot about soviet style navigation including „their” INS - I-21. The only problem i have with Tu-134 is lack of RSBN manual available for this bird so at routes longer than 500 km i loose some precison.

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