Only flown on real route (LAX - JFK) but it performed faultlessly. For freeware, this is fantastic. A lot of systems depth to this.
No real issues apart from a couple things. It mentions in the handling notes (love to have a PDF guide/checklist) that ‘PLEASE NOTE: ENG PNEUMATIC SUPPLY switches must be "OFF" for engine start.’
But I’ve found it will start perfectly fine if they’re on.
Also on the ‘clock’. The top left ‘button’ can change fs time forward ir backwards very easily. I’m not sure if this is on other clocks (chronometer) but I really dislike this feature. Very easy when mouse clicking, (hand covered in chips grease and beer ) to hit it and kinda send fs9 into a dizzy spin which occasionally doesn’t work well (or recover from) if at a very intensive add-on Airport. Not cool for VA acars recording either.
On the -10-10, it seems the fuel flow might be a little low.
Apart from tnese major issues in life - - all is good.
Post by aerofoto - HJG Admin on Sept 18, 2018 1:10:15 GMT
The "ENG PNEUMATIC SUPPLY VALVES 1/2/3" .... should all be "OFF" for engine startup, so, flck´em all "OFF" anyway and then reset them all to "AUTO" (I think it is) after APU assisted engine starting.
You "will" need to enagage the "NUMBER 2 ENG PNEUMATIC SUPPLY VALVE" though after engine 2 startup using the GPU procedure (a very rare scenario for DC-10´s but provided anyway) .... or you probably won´t be able to start engines 3 and 1 for lack of bleed air pressure after increasing power on engine 2.
All DC-10 F/F values come from the McDONNELL-DOUGLAS data we sourced. AN IMPORTANT NOTE HERE THOUGH: All F/F indications are as accurate as FS will permit "at sea level" .... but .... it´s in the nature of how these translate within FS during the climb to cruising altitude, and at cruising altitude also, that we have to accept what these by this stage of flight become .... and which can result in "plus or minus" indications in regard to reality (FS can´t provide constant fidelity in regard to F/F right throughout the flight/altitude range) .... thats´just the way FS "is/works". This applies not just to our DC-10´s, but, all of simulations generally .... including all of our own too.
I, personally, haven´t run into any issue with the clock .... yet.
I won´t ever provide a PDF manual .... simply because it´s far easier (for me) to post forum based manuals which can be edited quickly, by me, when and if it´s perceived necvessary to do so. The excpectation is that people should, if they desire, print what we post.
PLEASE NOTE: All HJG manuals are constantly revised .... over time .... and edited, if necessary, as we get to know each simulation better. The last DC-10 manual edits were applied to "SECTION 1.00" and "SECTION 4.00" last weekend. Updating and improving constitutes a lot of what we do here at HJG.
Post by George Carty - HJG on Sept 18, 2018 7:23:33 GMT
The DC-10-10 (as simulated by HJG) is powered by General Electric CF6-6D1 engines, which have a specific fuel consumption of 0.350 lb/hr/lbf at a take-off thrust of 41,500 lbf, while the DC-10-30 is powered by General Electric CF6-50C engines which have a specific fuel consumption of 0.394 lb/hr/lbf (more than 12% higher than the CF6-6D1) at a take-off thrust of 51,000 lbf.
The CF6-50 series wasn't as efficient as it might have been because General Electric essentially bodged a bigger core into the existing turbofan design – in the process leaving an empty air passage before the combustion chamber where two HP compressor stages had been removed, and reducing the bypass ratio from 5.76 to 4.26. The design was cleaned up again for the later CF6-80 series, but they were never fitted to a DC-10.
Last Edit: Oct 18, 2018 15:02:18 GMT by George Carty - HJG: more detailed technical explanation for the DC-10-30's higher fuel consumption