MD82

Makes sense. A SAT of +40°C at FL360 would fly off of any chart 😉

Correct. So what I did on my 9 hour flight was take the fuel over time from the fist waypoint after ToC and the last waypoint before ToD and compared SB vs actual. It came out to around 14%. I corrected all my SB profiles to M13 of the fuel factor. But since the PFPX models is also around 9% over, I thought maybe I'd ask.

I believe the INS's bug out as soon as ANY type of electrical switching occurs. Which I don't believe should be the case. They have a battery I believe for exactly this purpose. To keep its status during transient power changes.

Hello ini, as I progress through my long-range flights, I'm having fuel balancing problems between tanks. The rule is that as the fuel quantities between Tank 1, Tank 3 and the SUM of Tanks 2L and 2R become equal, fuel configuration changes to the "tank-to-engine" config. In this configuration, Tank 1 feeds ENG 1, Tank 3 feeds ENG 3 and Tanks 2L+2R feed ENG 2 (Hence the need for the sum of the 2 tanks). With all cross-feeds now closed and all engines consuming fuel at the same rate, the ratio of equal amounts between tanks 1, 2L+2R and 3 should persist. Here is what I am observing: As I manage to re-match the fuel quantities exactly, you can see I am about to return to the tank-to-engine configuration. Re-configuring is now complete, with all pumps ON and all cross-feed valves closed. Fuel quantity of 30.3k Lbs equal in tanks 1, 2L+2R and 3. To make sure, all three engines are consuming fuel at the same rate. After 20 minutes in the tank-to-engine configuration tanks 1 and 3 are at 28.7 while tanks 2L+2R are at 31.5. A difference of 2800 pounds of fuel. How can that be, if all cross-feed valves are closed and all three engines are consuming the same amount of fuel? Cheers, 777Drvr

Hello ini, I wanted to ask if the Tristar's enroute fuel burn performance has been vetted against real life performance charts. I don't doubt you have. However, I use not only SimBrief but also PFPX extensively. What I am seeing after keeping my navlog completely from start to finish on 9-hour flights is that, 1. The ini Tristar burns ~14% less fuel than the SimBrief profile 2. The ini Tristar burns ~ 9% less fuel than the PFPX profile Now, I'm not saying which of the three are right and I'm happy to adjust both SimBrief and PFPX accordingly. I've tried to source any cruise tables from the Tristar -500 to verify. Unfortunately, I can't find anything online.

When going word for word over the Standby Power Test, some checklist items do not conform to what is seen on the panel; 1. With Battery OFF and STBY PWR ON, ESS BUS FAIL lights are ON and STBY BUS FAIL lights are OFF. (Reverse on checklist) 2. When checking STBY DC BUS, there is an Amp load across the bus (Checklist mentions 0 Amps) I believe the 2 items in point 1. are reversed. Looking at the panel electrical flow diagram, it is logical that the STBY bus is powered but not the ESS.. As for point 2., I don't know the system well enough, however in most cases when current is placed on a bus, there usually is some load associated as there will be items on that bus that are powered by default.

Was wondering if an update is in the works that reconfigures the area along RWY 13R threshold to include the new South De-Ice Facility (SDF), which includes taxiway Q5 and 10 parking spots. Cheers, 777Drvr

I mentioned this as well before release. Making the paper non-emissive and only lighted by cockpit lighting adds massively to the immersion of having paper. 777Drvr

Wouldn't you need to have a separate Omega Unit though?

Good to know 😉

The reverse sleeves seem to deploy proportional to the amount of reverse applied instead of an on/off type trigger.

All these points are moot at the moment because I believe the INS Drift still has not been implemented, correct?

I can only support this "600%, 830%, 1500%" 🤣 I had the pleasure of 2 airlines serving my home airport in my teenage years. It was an open platform, with an open observation deck and a chique restaurant with glass china and metal cutlery with direct view of the platform and behind single pane glass window. If you were on the observation deck, you would literally feel the rumble/vibration inside your body before you heard the turbines. In the restaurant, you could see a wave pattern in your water glass and if your cutlery was placed right, you could hear them vibrate against each other. Both were located about 500 meters from the airplane. It was a feeling that I still get goosebumps from today. 777Drvr

I read somewhere that triple mix as well as remote will come at a later date. Regarding the LTN-72 (Not the RH models) I believe only manual updating was possible and described in the manual. Search RNAV 5 or RNAV 10, I believe it's mentioned somewhere there.

Hello iniBuilds, first of all, let me assure you that I am fully aware that the version we are currently seeing by now is probably a few builds old and the issue I am seeing and reporting on might have already been fixed. At the moment, from all the video's I am seeing there is no visual indication of approach minima in the L-1011 other than the RA gauge, which is only used when setting CAT II/III radio altimeter minima. So, for any other type of approach, including a normal CAT I ILS, there's no procedurally correct way to display a visual reminder of the approach minima. I've taken the time to check a handful of online pictures of the Tristar cockpit and all I have seen either have a white manual bug on the outer ring of the altimeter gauge, or a dual-knob altimeter with an orange internal bug on the gauge face (the same style as in your A300-600R airliner). Again, it might already be included, however I thought I would point that out. Cheers, Xander (777Drvr)