Joshua757

The DC-8 truly deserves a MSFS comeback. After studying the official AOM manuals, I found several aspects of the plane that I found genuinely interesting. The fuel system is one of my favorite's. It features true tank to tank transfer. I made a full DC-8 systems tutorial incase anyone else, like myself, is interested in knowing the finer details of this marvelous aircraft Ok, its been a while since I flew in p3d, so my controls bindings had some conflicts which did some interesting things...

Very kind :)

I decided to read the BA A380 FCOM before applying power to the A380 and came across something interesting. External Power is actually applied in a specific order to ensure the fastest boot times on the display units. 2,3,1,4. I kept on reading and found out some more interesting things which I summarised in a short video in case anyone is curious about aircraft system nuances like myself. These include the considerations required when your starting the APU on 2 units of External Power only vs 4 as well as keeping the external power connected (ideally) even after the APU is started. Also what constitutes an APU overload is fascinating. I have to admit, I'm more a Boeing 747 guy, but I do love a bit of A380. If anyone else has tried this on the IniBuilds A380, how much time is saved by applying external power this way?

Starting the Ini/WT 707 with the APU felt a little bit illegal to me atleast since most B707s used the air cart. A new free plugin now allows you to hook up an air cart to the plane via the EFB. This allows for one of two options: Start all 4 engines at the gate - this was norm for most Boeing 707's Crossbleed start - start one engine, disconnect, cross bleed start the rest. AFAIK, the second option was considered unusual by AA's AOM's at least, although it could be used if time was of the essence and with express permission/coordination from the ground crew. Also a shoutout to @avallillo for all your kind explanations and insights on the 707's electrical system :) The second method also means a slight alteration to the electrical flow too. I know which option I'm going to use, as I like challenges :) Link to plugin: https://flightsim.to/addon/114116/ground-air-start-unit-boeing-707-320c My full guide:

Haha thanks. Yeah the honeywell 757 test plane would have been cool 😎 It's interesting how this plane actually flies given that the original NT-43s retired around 2010

Thankyou :)

I recently found a mod that transforms the FlyJSim 737-200 for X-Plane 12 into the NT-43A, aka 'RAT 55.' https://forums.x-plane.org/files/file/100562-flyjsim-737-200-v4-usaf-nt-43a-mod/?tab=reviews&sort=newest#review-138158 The aircraft started life as a T-43 navigation trainer. I was under the impression that they were all retired, but this modified version resurfaced around the Artemis II launch. Apparently, the huge nose and tail radome added for radar signature testing. I've been reading old 1976 NT-43 manuals from before it got its nose job and picked up some interesting details that interested me. -The 737 classic has two separate ignition systems: a high-energy 20 Joule igniter and a low-energy 4J one, split across burner cans 4 and 7. Now pretty much everything use annular combustors. -The APU start motor draws directly from the battery, so external power can't augment a weak battery during an APU start. I'm going to have to see if this holds true for the NG family too. I put together a full NT-43 tutorial covering everything I've learned, including the Universal FMC, which is quite satisfying to use. It reminds me a bit of my old Nokia somehow where you have to insert your options in the scratch pad.

Thanks for letting me know :) looks nice in it's current, polished state.

Lovely

BTW, did your dad having flown the 737 a lot have any opinions on the A320? :)

Wow, what a diverse and varied fleet! Very nice. He must have lots of interesting stories to tell. I didn't know that about the gulfstream either 😄

Haha, you could definitely call me that. I've been diving into some CBT recently and I find it rewarding to know quirks and understand why things are done the way they are. So your dad was a FE? Cool! Which planes ?

FE's sure did have their job cut out :)

Hi all, I've been reading the AA 707 manual and I wanted to share what learned about engine bleeds and when to use them. An important point to note is the 'bleed air flow is variable with throttle changes and should not be used exclusively in preference to T/C (turbocompressors) except where cabin cooling is a problem." I made a 707 full flight + systems guide based on the manuals I've read if it helps anyone. https://youtube.com/live/7EENovA2yFs?feature=share Furthermore, you don't want to cause 'excessive cabin pressure surge' by operating too many bleeds and T/Cs at the same time. During takeoff according to my UAL B720 manual, one T/C should be operating and no engine bleeds. Between FL 150 and 320 the said manual also recommends around 2 T/Cs and 1 Engine Bleed, though the addon has 3 T/Cs which should suffice, I saw a couple of prevalent flightsim youtubers in their 707 tutorials opening all 4 engine bleeds after start. This is not the correct procedure as far as I know.

Nice. Thanks for sharing. Will give it a go :)