Joshua757

Hmm. I always chuckle whenever this movie is mentioned 😁

Thank-you for your kind words. Glad you liked it :)

It is a great video :) A timeless classic

I'm sure you'll enjoy the plane! It's very rewarding to master. Just one tip, AI is very inaccurate when it comes to specific aircraft SOP's. I'm happy to answer any MD-80 questions you may have. I recently did a YouTube tutorial on it using real SAS FCOM flows which really detail the tests involved and procedures :)

With the Synaptic A220 set to release soon, I've been studying the FCOM and came across something I found really interesting and intriguing: the fuel system. I certainly didn't know this, so l'll share what I found. There are so many ways the A220 transfers fuel in flight! Most are auto-managed, like Auto Crossfeed and Gravity Crossflow, but it also features true tank-to-tank transfer that is manually controlled. The A220 can even transfer fuel back from the wing tanks to the center! I put together a quick visual breakdown with the schematics if anyone wants to see how the overhead controls and synoptic pages behave for the different modes of fuel transfer. I found this unusual because, in my flight sim experience, the only passenger planes I know of that do this are the Concorde, Douglas DC-8, DC-10, and MD-11. I believe the tank-to-tank transfer on the MD-11 significantly increased the complexity and maintenance of its fuel system. This is probably why the 777 uses passive crossfeeding and boost pump manipulation for balancing. The process is quite simple, actually: you turn the rotary selector to the tank you want to transfer fuel to. Only 180 kg is allowed to be transferred at any one time between wing tanks There are some quirks too, like when to use AUTO and ON in these transfers. I also found out that suction feed (motive flow) is the primary means of engine feed -not the AC boost pumps. For anyone who has flown or studied the A220 in real life: what was the engineering rationale behind keeping active tank-to-tank transfer as well as simple crossfeeding?

I think it maybe a temporary copyright issue since fsx sounds were used.

After about a year of solo development, MC10 Simulations finally released his DC-10 for X-Plane 11 (with some guaranteed compatability for XP12). I was quite impressed with it overall when I was testing it on the ground, that is. Things got very different once I went airborne. The autopilot definitely needs a good revision. In the end I gave up and happily embraced the water, haha. But at the end of the day, much respect to anyone who wants to make a freeware classic in the flightsim world. My DC-10 Quickstart/FCOM/Testing Tutorial: Download Link (May have been removed from the official forum ?) https://drive.google.com/file/d/1EtnpM9PQk3LiezSSR5BzMsd6ChKxChgI/view Do let me know if anyone else has tried it and how did it go :) Cheers, Joshua757

Yeah, I can tell. The release version itself is solid and I'm sure it will only get better :)

So, with the help of Fokker 100 AOM’s I’ve been doing a deep dive into the systems. I’ve found (and am still learning) many interesting quirks that you simply can’t get from a addon manual. Here’s what I found interesting, which is helping me get the most out of my JF F100 addon. I also made a video where I am going through the full cold and dark to landing sequence with by the book. https://www.youtube.com/live/IlkMp-1tAQ0?si=GzBVZuSrN7KR1k_G APU: The systems are actually very modern and smart. The APU page is automatically presented when the start selector is positioned from OFF to ON. After approx. 2minutes at operating speed, bleed air will be available. Interesting to note that, Inflight the APU can supply electrical power only. AFCS: Very similar to the A300-600 in terms of nomenclature such as PROF for VNAV and even map modes. The Pull/Push buttons for speed, HDG and ALT are very much like the MD-11. Furthermore, LVL change mode is activated automatically when the altitude knob is pulled provided no other mode is selected. FMA: The subscripts like IAS_E, IAS_T are fascinating – it tells you whether your IAS or Mach is being controlled by the Elevator (e.g., LVL change mode) or by Thrust (e.g., in a V/S Climb). Standby Panels: Quite a unique cockpit layout equipped even with standby Engine Instrument panels and Warning Panels. So glad the addon is finally out :)

Going supersonic today in memory of both the iconic Concorde and one of its most frequent flyers, the King of Pop, Michael Jackson. 20 Minutes elapsed and I was already past 50,000 ft and Mach 2... Wow. Full Ongoing Stream here :)

And this semi CRT and analogue

Nice. I wish they made an analogue variant :)

I took the CSS 737-300 Classic for a spin in the BA Landor livery. I actually have the BA 737-300 FCOM, so that added an additional layer of authenticity to my operations. Who would have thought that BA uses the right hand side engine ignitor for ex-base operations, or even other subtle things like IRS directly to NAV, etc :) I found it interesting too that Leading Edge Droop can cause asymmetry that can cause the stall test warning to fail. I made a full BA 737 Classic FCOM tutorial too! :)

Lovely

That too !